TY  - CONF
AN  - 01080798
AU  - Chen, Genda
AU  - Karim, Kazi R
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Damping-Enhanced Seismic Strengthening of RC Columns for Multiple Performance Objectives
PY  - 2006
SP  - 11p
AB  - In this paper, the damping effect of a damping-enhanced strengthening methodology was evaluated with a 1/5-scale reinforced concrete column and full-size columns. As a damping component, constrained viscoelastic (VE) layers with their constraining layer anchored into the footing of a column or a bent cap is a new concept that has recently been introduced by the authors. An emphasis was placed on the analytical derivation of the VE layer effects on circular column responses and modeling of the VE layers with discrete springs in a finite element model of a highway bridge. The accuracy of the complex spring model was validated with an analytical solution under harmonic loading. The effect of single versus double curvatures on the damping effect was investigated in detail using the out-of-plane and in-plane motions of a three-column bent that represents a three-span regular highway bridge in the New Madrid Seismic Zone in the central United States. Both operational and safety performance objectives were considered under moderate and large earthquakes, respectively. The enhanced damping component will be used to reduce the bridge response under a moderate earthquake event for a limited damage performance level while the strengthening component is to ensure that the bridge system remains intact after a large earthquake event for a structural safety performance level. The numerical solutions from the proposed finite element model are in excellent agreement with the analytical results. Based on the numerical studies on full-scale columns, a VE layer covering the lower 40% of three columns of the bent can reduce the out-of-plane acceleration and displacement of the column by 44% and the inplane responses by approximately 40%. In comparison with the retrofit scheme at both ends of the columns, retrofitting one end of the columns with the same 40% VE coverage can further reduce the elastic response from 25% to 40%.
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  - Acceleration
KW  - Analysis
KW  - Columns
KW  - Dislocation (Geology)
KW  - Earthquake resistant design
KW  - Earthquakes
KW  - Enhancements
KW  - Finite element method
KW  - Mathematical models
KW  - Mechanical loads
KW  - Methodology
KW  - New Madrid Seismic Zone
KW  - Performance
KW  - Reinforced concrete
KW  - Resistance (Mechanics)
KW  - Responses
KW  - Safety
KW  - Seismicity
KW  - Strengthening (Maintenance)
KW  - Validation
KW  - Viscoelastic materials
UR  - https://trid.trb.org/view/839837
ER  - 

TY  - CONF
AN  - 01080797
AU  - Lee, Renee
AU  - Kiremidjian, Anne S
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Probabilistic Seismic Hazard Assessment for Spatially Distributed Systems
PY  - 2006
SP  - 13p
AB  - An earthquake scenario is described by a deterministic magnitude and location of rupture in space and in time and can be used to assess bounds on system performance. Casting the system problem into a probabilistic seismic hazard framework has posed challenging computational issues. A spatially distributed system composed of interconnected roadways, bridges, and tunnels, will be affected by the same earthquake. Thus, a site specific probabilistic hazard analysis does not adequately capture the spatially varying ground motion system wide. This study focuses on assessing the seismic risk faced by a spatially distributed transportation system. In particular, ground motion and damage correlation effects in the aggregate loss and in the system reliability are  addressed. The sensitivity of these correlation effects to the two decision variables, loss and reliability, is quantified, and a retrofit prioritization approach based on the importance of individual components to overall system reliability is considered. Results indicate that correlation in ground motion and in damage will affect the system risk curve in a significant way. The loss is investigated via Monte Carlo simulation and the appropriate algorithm for introducing correlation in the case of simulating jointly discrete damage states is discussed. Moreover, the importance of incorporating correlation effects is emphasized by observed changes to system reliability. System failure for a sample network is estimated through first order reliability method (FORM).
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  - Algorithms
KW  - Boundaries
KW  - Earthquakes
KW  - Evaluation and assessment
KW  - Framework
KW  - Loss and damage
KW  - Magnitude
KW  - Networks
KW  - Probabilistic analysis
KW  - Quantification
KW  - Reliability
KW  - Retrofitting
KW  - Risk assessment
KW  - Rupture
KW  - Seismic hazards
KW  - Seismicity
KW  - Simulation
KW  - Spatially referenced data
KW  - Strategic planning
UR  - https://trid.trb.org/view/839881
ER  - 

TY  - CONF
AN  - 01080796
AU  - Duan, Lian
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Design Practice of Steel Bridges in California
PY  - 2006
SP  - 12p
AB  - This paper presents an overview of the newly developed California Department of Transportation (Caltrans) guide specifications for seismic design of steel bridges and effective seismic details. The new guide specifications are based on required seismic performance criteria, displacement-based approach and capacity design concept. Bridges are categorized as either important or ordinary depending on the desired level of seismic performance. Important and non-standard bridges shall be designed according to project-based criteria. Ordinary bridges are not designed to remain elastic during the design seismic event, except for structures located in low seismic regions. This paper will focus on ordinary steel bridges, for which the following guidelines shall apply: 1) All bridges shall be designed to withstand deformations imposed by the design seismic event. All structural components shall be designed to provide sufficient strength and/or ductility to ensure collapse will not take place during a maximum credible event. 2) Inelastic deformations are generally concentrated in the specially detailed ductile substructure elements. Desired locations of plastic hinging shall be identified and detailed for ductile response. 3) Inelastic behavior in the form of controlled flexural damage may be permitted in some of the superstructure components such as the cross frames, end diaphragms, shear keys and bearings to prevent damage in other parts of structures. 4) Capacity design concepts shall be used to design essentially elastic components. Design forces shall be determined from the overstrength capacity of ductile components that can be transferred through the connections to adjacent components. Force demands in the essentially elastic components shall not exceed strength capacity determined by the current Caltrans Bridge Design Specifications. 5) Details such as seat width, bearing assemblies, end ductile cross frames, splice and connections, welds, limiting slenderness ratios, concrete end diaphragms, and integral connections between concrete columns and steel girders shall be properly designed to ensure continuity of load path during earthquake and to ensure the design objectives are achieved.
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  - California
KW  - California Department of Transportation
KW  - Capacity
KW  - Damages
KW  - Deformation
KW  - Dislocation (Geology)
KW  - Ductility
KW  - Earthquake resistant design
KW  - Earthquakes
KW  - Elasticity (Mechanics)
KW  - Flexure
KW  - Seismic performance
KW  - Specifications
KW  - Steel bridges
KW  - Strength of materials
KW  - Structural components
UR  - https://trid.trb.org/view/840075
ER  - 

TY  - CONF
AN  - 01080794
AU  - Liu, Amos
AU  - Stiller, William B
AU  - Mesa, Lucero
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Analysis and Design of a Multi-Span Bridge in a Region of High Seismicity Using SCDOT Seismic Specifications
PY  - 2006
SP  - 11p
AB  - The Fantasy Harbour Bridge, located in Myrtle Beach, South Carolina, incorporated several details to create a structure highly resistant to seismic damage. The structure location is near Charleston, South Carolina, the most seismically active region on the east coast. The bridge consists of 12 spans with a total bridge length of 1,800 feet. It is a high-level bridge with an 870 foot, 3-span haunched steel girder span over the Intracoastal Waterway. The remainder of the spans feature 72 inch prestressed concrete girders. The substructure consists of pile footings for all of the bents of the approach regions. A combined drilled shaft footing is used for the main channel unit. The bridge is designed using 2001 South Carolina Department of Transportation (SCDOT) Seismic Design Specifications of Highway Bridges. The bridge is classified as a critical bridge and assigned seismic performance category D. Features incorporated to ensure high seismic performance include: shear keys, seismic restrainers, joint shear reinforcement, butt-welded hoops, ultimate mechanical couplers, and combined drilled shaft footings. Structural steel shear keys were detailed for the haunched plate girder spans to prevent unseating in the transverse direction. Four 40 foot long seismic restrainers, each with 4 – ¾" diameter cables were used at the expansion bents to minimize out of phase movement in the longitudinal direction. Additional joint reinforcing was required around the column to cap connection to fully develop the plastic hinge moment. Ultimate mechanical couplers and butt welded hoop reinforcement is required by the SCDOT to ensure high plastic rotation capacity in the plastic hinge regions of the columns.
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  - Capacity
KW  - Charleston (South Carolina)
KW  - Couplers
KW  - Earthquake resistant design
KW  - Fantasy Harbour Bridge
KW  - Footings
KW  - Girders
KW  - Hooping
KW  - Multi-span bridges
KW  - Myrtle Beach (South Carolina)
KW  - Prestressed concrete
KW  - Reinforcement (Engineering)
KW  - Restrainers
KW  - Rotation
KW  - Seismic analysis
KW  - Seismicity
KW  - Shear keys
KW  - South Carolina Department of Transportation
KW  - Specifications
KW  - Steel
KW  - Welded
UR  - https://trid.trb.org/view/839678
ER  - 

TY  - CONF
AN  - 01080793
AU  - Veletzos, Marc J
AU  - Panagiogou, Marios
AU  - Restrepo, Jose I
AU  - Sahs, Stephen
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Post Seismic Inspection and Capacity Assessment of Reinforced Concrete Bridge Columns
PY  - 2006
SP  - 10p
AB  - California has experienced several moderate size earthquakes in the last 30 years, yet the Office of Structures Maintenance and Investigation at the California Department of Transportation (Caltrans) does not have a standard procedure or a training program for the assessment of damage and the determination of the remaining load capacity of earthquake damaged reinforced concrete (RC) bridge elements. In order to develop a standard procedure and training program, a visual bridge catalog has been developed that documents damage from laboratory experiments and from historic earthquakes and classifies the performance of an array of bridge components, sub-assemblages, and systems in a consistent format. Results from the evaluation of numerous case studies using this damage/performance approach has lead to the formulation of training and inspection manuals to aid in post-earthquake visual inspection of reinforced concrete bridges. In addition to these manuals and the visual catalog, an online computer based training class has been developed to easily communicate this information to Caltrans maintenance and inspection engineers. This paper presents excerpts of the visual catalog, summarizes the training and inspection manuals, and outlines the damage assessment and load capacity determination procedures for earthquake induced damage to RC bridge columns.
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  - Assessments
KW  - Bridge columns
KW  - Bridge components
KW  - California
KW  - California Department of Transportation
KW  - Capacity
KW  - Case studies
KW  - Catalogs
KW  - Earthquake resistant design
KW  - Earthquakes
KW  - Inspection
KW  - Load capacity
KW  - Manuals
KW  - Procedures
KW  - Reinforced concrete bridges
KW  - Seismicity
KW  - Standardization
KW  - Training
KW  - Visual aids
UR  - https://trid.trb.org/view/839802
ER  - 

TY  - CONF
AN  - 01080791
AU  - Law, Hubert K
AU  - Lam, Ignatius Po
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Geotechnical Earthquake Engineering Experience from Seismic Retrofit and New Design Projects of Major Toll Bridges in California
PY  - 2006
SP  - 12p
AB  - This paper discusses the writers’ experience on geotechnical earthquake engineering issues from the seismic retrofits of existing toll bridges and the designs of new long span bridges in California. The discussion includes some of the pitfalls observed during the early stages of vulnerability assessment and the eventual improvements made during the final PS&E stage. The subjects consist of seismic ground motion development, site response analysis, and foundation modeling techniques utilizing soil-structure interaction. The lessons learnt from the earlier seismic retrofit program paved the way for the designs of new major bridges, including the East Span San Francisco–Oakland Bay Bridge, the New Carquinez Bridge, the New Benicia–Martinez Bridge, and the New Gerald Desmond Bridge.
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  - Analysis
KW  - Benicia-Martinez Bridge
KW  - California
KW  - Carquinez Bridge
KW  - Design
KW  - Earthquake engineering
KW  - Earthquake resistant design
KW  - Foundations
KW  - Geotechnical engineering
KW  - Gerald Desmond Bridge
KW  - Mathematical models
KW  - Modeling
KW  - Retrofitting
KW  - Risk assessment
KW  - San Francisco-Oakland Bay Bridge
KW  - Seismicity
KW  - Site response
KW  - Toll bridges
UR  - https://trid.trb.org/view/839662
ER  - 

TY  - CONF
AN  - 01080790
AU  - Ledezma, Christian
AU  - Bray, Jonathan D
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - A Probabilistic Design Procedure That Incorporates the Pile-Pinning Effect in Bridge Foundations Undergoing Liquefaction-Induced Lateral Spreading
PY  - 2006
SP  - 11p
AB  - Liquefaction-induced lateral spreading has caused significant damage to a number of bridge structures during past earthquakes. Ground displacements due to lateral spreading can impose large forces on the bridge superstructure and large bending moments in the laterally displaced piles. The additional loading due to seismically induced permanent ground displacements may lead to severe damage or collapse of the bridge structure. Mitigation of the liquefaction hazard through ground improvement is a viable strategy for addressing this design concern. However, mitigation may be difficult and costly at some bridge sites, and it may not be necessary if the piles can be designed to withstand the displacement and forces induced by the lateral spreading. Piles may actually “pin” the upper layer of soil that would normally spread atop the liquefied layer below it into the stronger soils below the liquefiable soil layer, which is known as the “pile-pinning” effect. Piles have been designed as “pins” across liquefiable layers in a number of projects, and this design methodology was standardized in the MCEER/ATC-49-1 document. A number of simplifying assumptions were made in developing this practical design procedure, and several of these assumptions warrant re-evaluation. In this paper, some of the key assumptions adopted in the MCEER/ATC-49-1 document are critiqued, and a simplified probabilistic design framework is proposed for the evaluation of the effects of liquefaction-induced lateral spreading on bridges. Primary sources of uncertainty are incorporated in this framework with the intention of developing a procedure that can be used within the Performance-Based Earthquake Engineering framework.
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  - Assumptions
KW  - Bending
KW  - Bridge foundations
KW  - Collapse
KW  - Damages
KW  - Design
KW  - Dislocation (Geology)
KW  - Earthquake engineering
KW  - Earthquakes
KW  - Evaluation and assessment
KW  - Frameworks
KW  - Improvements
KW  - Lateral spreading
KW  - Layered soils
KW  - Liquefaction
KW  - Loads
KW  - Mitigation
KW  - Pile pinning
KW  - Piles (Supports)
KW  - Probabilistic design
KW  - Seismicity
UR  - https://trid.trb.org/view/839774
ER  - 

TY  - CONF
AN  - 01080787
AU  - Lee, Won K
AU  - Billington, Sarah L
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - A Comparative Performance-Based Seismic Assessment of Traditional and Enhanced-Performance Bridge Pier Systems
PY  - 2006
SP  - 13p
AB  - To minimize residual displacements and improve post-earthquake functionality of a bridge, a system is proposed and evaluated in which vertical, unbonded post-tensioning (UBPT) is used to facilitate self-centering of the piers. In addition, a high performance fiber-reinforced cement composite (HPFRCC) material replaces concrete in the hinging regions of the piers. The HPFRCC provides improved damage-tolerance to the system by reducing large cracks and preventing spalling, which in turn prevents longitudinal bar buckling. This study evaluates the dynamic behavior of self-centering bridge piers with and without the use of HPFRCC and assesses quantitatively several benefits of using enhanced-performance systems in seismic regions by comparing them to a bridge with conventional reinforced concrete piers. A formalized performance-based earthquake engineering assessment methodology developed by the Pacific Earthquake Engineering ResearchCenter is used to carry out the comparison.
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  - Bridge piers
KW  - Bridges
KW  - Buckling
KW  - Cement composites
KW  - Comparative analysis
KW  - Concrete
KW  - Cracking
KW  - Dislocation (Geology)
KW  - Earthquake resistant design
KW  - Fiber reinforced materials
KW  - Functionality
KW  - Performance analysis
KW  - Residual
KW  - Seismic evaluation
KW  - Self-centering
KW  - Spalling
KW  - Unbonded posttensioning
UR  - https://trid.trb.org/view/839600
ER  - 

TY  - CONF
AN  - 01080786
AU  - Shen, J Jerry
AU  - Yen, W Phillip
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Performance and Design of Bridges With Curve and Skew
PY  - 2006
SP  - 11p
AB  - Horizontal curve and skew generally are not preferred in seismic design. The eccentricity and other irregularities associated with curve and skew introduce complex force effects during earthquakes. Special design considerations for structural elements, joints, and bearings are needed to accommodate such force effects and to prevent undesirable failure mechanisms. Existing seismic provisions for bridges provide very limited help for curved or skewed bridges. Bridges with light curve and skew are designed as straight bridges. Piecewise information on special considerations and requirements is provided for designing structural elements or subsystems of bridges with greater irregularities. As structural systems and materials become more efficient and site restraint more stringent, the demand for reliable seismic design on bridges with various degrees of curve and skew become imminent. The Office of Infrastructures R&D, Federal Highway Administration (FHWA), recently completed a thorough testing on a full-scale curved girder steel bridge model in support of revising of the provisions on curved steel girders in AASHTO LRFD Specifications. The Virginia Transportation Research Council conducted shaker testing on the same model to identify its dynamic properties in different stages of construction. Corresponding numerical models were produced and calibrated for convenience of continuing research. Seismic performance studies on curved and skewed bridges have been carried out on this basis. This paper presents the progress and results of a FHWA study on the seismic performance and design procedures of curved and skewed bridges. Potential deficiencies and consequences thereof in current practice are studied. Numerical models are established based on the calibrated superstructural models available from previous studies. The effects of curve and skew are studied by varying selected structural parameters. Possible failure scenarios are examined to identify the critical design parameters. Further experimental and analytical studies to develop final recommendations to the seismic design specifications are identified and proposed.
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  - Bridge bearings
KW  - Bridges
KW  - Curved bridges
KW  - Defects
KW  - Deficiencies
KW  - Dynamic properties
KW  - Earthquake resistant design
KW  - Earthquake shaking
KW  - Eccentricity
KW  - Joints
KW  - Mathematical models
KW  - Seismic performance
KW  - Skew bridges
KW  - Specifications
KW  - Steel bridges
KW  - Structural elements
KW  - Testing
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/839874
ER  - 

TY  - CONF
AN  - 01080785
AU  - Celebi, Mehmet
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Real-Time, State-of-the-Art Seismic Monitoring of the Integrated Cape Girardeau Bridge Array, Data and Analyses
PY  - 2006
SP  - 10p
AB  - This paper introduces the state of the art, real-time and broad-band seismic monitoring network implemented for the 1,206 m [3,956 ft] long cable-stayed Bill Emerson Memorial Bridge in Cape Girardeau, Missouri, approximately 80 km from the epicentral region of the 1811–1812 New Madrid earthquakes. The bridge was designed for a strong (magnitude 7.5 or greater) earthquake during the design life of the bridge. The seismic monitoring network, designed by the author and implemented in cooperation with Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research and Missouri Department of Transportation, integrates sub-arrays on the superstructure and pier foundations (caissons, tower and deck) and in the vicinity (e.g. free-field, both surface and downhole) of the 1,206 m (3,956 ft) span of bridge. The 84-channel system now records and streams at the site, transmits and broadcasts synchronized real-time data via the internet, the signals from combinations of uniaxial and tri-axial accelerometers. High quality response data obtained from the network are aimed to be used by the owner, researchers and engineers to assess the performance of the bridge, to check design parameters, including the comparison of dynamic characteristics with actual response, and to better design future similar bridges. Preliminary analyses of ambient and low amplitude small earthquake data reveal specific and unique response characteristics of the bridge and the free-field. An earthquake (Mw=4.1) that occurred in Manila, Arkansas at an epicentral distance of 175 km from the bridge was recorded. The data exhibits coherent tower, cable, deck interaction that defines the response of the bridge. This interaction sometimes results in amplified ambient motions. Motions at the lowest tri-axial downhole accelerometers on both the Missouri and Illinois sides are practically free from any feedback from the bridge. Motions at the mid-level and surface downhole accelerometers are influenced significantly by feedback due to amplified ambient motions of the bridge. The traveling of the seismic waves from downhole through the foundations to the superstructure are clearly noted.
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  - Accelerometers
KW  - Analysis
KW  - Bill Emerson Memorial Bridge
KW  - Bridge piers
KW  - Broadband
KW  - Cape Girardeau Bridge
KW  - Earthquake resistant design
KW  - Epicentral distance
KW  - Evaluation and assessment
KW  - Foundations
KW  - Integration
KW  - Internet
KW  - Missouri
KW  - New Madrid Seismic Zone
KW  - Parameters
KW  - Performance
KW  - Real time information
KW  - Seismic analysis
KW  - Service life
KW  - State of the art
KW  - Superstructures
UR  - https://trid.trb.org/view/839712
ER  - 

TY  - CONF
AN  - 01080784
AU  - Boardman, Tom
AU  - Sanchez, Anthony V
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Response of the Hwy 46/Cholame Creek Bridge During the 2004 Parkfield Earthquake
PY  - 2006
SP  - 12p
AB  - On September 28, 2004, a moment magnitude Mw 6.0 earthquake occurred along the San Andreas Fault near Parkfield, California. Peak accelerations of 1.0g and absolute displacements of over 4 inches were measured in the horizontal direction on a pile supported, reinforced concrete slab bridge located around 4 miles southeast of the rupture zone. The duration of the strong motion was approximately 10 seconds at the site. The California Geologic Survey (CGS) serendipitously installed six strong motion accelerometers on the 130-ft long, 44-ft wide, five span bridge prior to the earthquake. The CGS also installed a free-field accelerometer station (Cholame 2W) approximately 200 ft east of the bridge. Subsurface conditions generally consist of medium dense alluvial soils. Evidence of liquefaction was not noted at the ground surface after the earthquake. The earthquake motions resulted in longitudinal soil displacements in front of the abutments and around the rows of bent piles due to the structure swaying back and forth. Structural damage consisted of diagonal cracking of the northern wing wall at the east abutment, minor cracking around the perimeter of the bent piles at the connection to the bridge deck, and transverse cracking through the asphalt concrete at each bridge approach. The California Department of Transportation (Caltrans) inspected the bridge the day of the earthquake and concluded that the damage was not serious and repairs were not necessary. The seismic response of the bridge was studied under a grant from the CGS, Strong Motion Instrumentation Program (CSMIP). The goal of the evaluation was to compare the measured bridge deck displacements with those expected per current Caltrans seismic design criteria. The free-field acceleration time histories from the Cholame 2W Station were rotated into the longitudinal and transverse directions of the bridge to develop site-specific acceleration response spectra. Both elastic dynamic analyses (spectra analyses) and time history analyses were performed using a variety of design assumptions for the bridge foundation. Based on our displacement analyses, we found that using the current Caltrans seismic design approach resulted in a close match with the measured bridge displacements during the 2004 seismic event.
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  - Acceleration (Mechanics)
KW  - Accelerometers
KW  - Asphalt concrete
KW  - Bridge decks
KW  - California Department of Transportation
KW  - Cholame Creek Bridge
KW  - Cracking
KW  - Dislocation (Geology)
KW  - Earthquake resistant design
KW  - Parkfield earthquake (2004)
KW  - Piles (Supports)
KW  - Reinforced concrete bridges
KW  - San Andreas Fault
KW  - Soils
KW  - Spectrum analysis
KW  - Structural damages
KW  - Time history
UR  - https://trid.trb.org/view/839799
ER  - 

TY  - CONF
AN  - 01080783
AU  - Mejia Ramirez, Joaquin
AU  - Gonzalez Urena, Manuel
AU  - de Jesus Alvarez, Jose
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Design of Coronilla Viaduct
PY  - 2006
SP  - 12p
AB  - This paper deals with the seismic design of Coronilla Viaduct, which promises to be, at the end of 2007, the longest arch span in Mexico. The bridge is an upper-deck arch bridge mainly composed of reinforced concrete deck slabs, steel girders and columns, and single span steel arch ribs. The total length of the bridge is 896 feet, and a two end-fixed steel arch has a span of 656 feet with a rise at the crown of 111.5 feet, giving a rise-span ratio of 0.17. The arch consists of three boxsection ribs with both transverse bracings and diagonals connecting the three arch ribs at the spandrel column locations. The longitudinal girders and arch ribs are connected by vertical columns stiffened with transverse bracings and diagonals. The bridge will be constructed in Morelia, Mexico, over a deep ravine (305 feet), in a high seismic risk area. A commercial finite-element computer code was used for the three dimensional analysis of the bridge. The structure was analyzed and designed in compliance with Mexican practice; specifically, seismic assessment of forces and deformation demands was performed by means of an elastic dynamic analysis, that is, a modal spectral analysis, using the response spectrum proposed by the Mexican code and taking into account a number of degrees of freedom and 100 modes sufficient to capture at least 90% mass participation in the longitudinal, transverse and vertical directions. A series of time-history analyses were carried out in order to validate the seismic design of the bridge.
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  - Analysis
KW  - Arch bridges
KW  - Coronilla Viaduct
KW  - Deformation
KW  - Earthquake resistant design
KW  - Elasticity (Mechanics)
KW  - Mexico
KW  - Reinforced concrete
KW  - Seismicity
KW  - Steel
KW  - Validation
UR  - https://trid.trb.org/view/840078
ER  - 

TY  - CONF
AN  - 01080782
AU  - Mackie, Kevin
AU  - Stojadinovic, Bozidar
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Vulnerability of Typical Multiple-Span California Highway Bridges
PY  - 2006
SP  - 12p
AB  - Multiple-span reinforced concrete highway overpass bridges constitute a large number of the total inventory of bridges in California, particularly bridges of new design. Performance of these bridges is therefore integral to the evaluation of transportation network performance under high intensity earthquake scenarios. Additionally, probabilistic quantification of bridge response and vulnerability will provide insight into the evaluation of current designs at different levels of seismic hazard. Performance of bridges at the demand, damage, and loss levels can be evaluated using the Pacific Earthquake Engineering Research (PEER) Center’s performance-based earthquake engineering framework. This paper illustrates probabilistic seismic bridge vulnerability evaluation using two typical single column-per-bent, five-span, post-tensioned box girder, reinforced concrete highway bridge types. The first bridge type has a straight deck and 22-foot columns of equal height above grade. The second bridge type has 50-foot high columns. Each bridge type has a variety of column configurations designed for different seismic demands typical for a variety of bridge sites in California. A complex model of the structures is created in OpenSees that accounts for nonlinear behavior of the columns, deck, abutments, and expansion joints at the abutments. This model is developed in a modular fashion to allow incorporation of improved soil models, models for emerging structural components, technologies, and use of new analysis methods. Seismic demand models are then developed using nonlinear time history analysis, including far- and near-field excitation. Damage in the columns is determined from a database of experimental tests and, finally, approximate repair cost ratios are estimated from the ascertained discrete damage states. Four bridge models are implemented for both types of bridges considered. The vulnerability of the base bridge types is presented in this paper as a benchmark with which to compare the use of enhanced performance structural elements and demands due to liquefaction and lateral spreading, when coupled with geotechnical models of the bridge-soil system.
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  - Benchmarks
KW  - California
KW  - Design
KW  - Highway bridges
KW  - Lateral spreading
KW  - Liquefaction
KW  - Mathematical models
KW  - Multi-span bridges
KW  - Nonlinearity
KW  - Open System for Earthquake Engineering Simulation (OpenSees)
KW  - Overpasses
KW  - Pacific Earthquake Engineering Research Center
KW  - Performance
KW  - Seismic vulnerability
UR  - https://trid.trb.org/view/839908
ER  - 

TY  - CONF
AN  - 01080780
AU  - Elnashai, Amr S
AU  - Mwafy, Aman
AU  - Kwon, Oh-Sung
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Analytical Assessment of a Major Bridge in the New Madrid Seismic Zone
PY  - 2006
SP  - 12p
AB  - A comprehensive study is underway at the Mid-America Earthquake (MAE) Center to assess the seismic response of an existing major bridge, considering soil-structure interaction. The Caruthersville Bridge on I-55 has 59 spans with a total length of 7,100 feet and was built in the early seventies across the Mississippi River between Missouri and Tennessee. The site is in the vicinity of the New Madrid central fault, at a distance of about 5 km from a presumed major fault. The superstructure consists of eleven units supported on a variety of elastomeric and steel bearings. The main river crossing is composed of two-span cantilever steel truss and ten-span steel girders, whilst approach spans are precast prestressed concrete girders. The substructure includes piers on deep caissons and bents on steel friction piles. Detailed three-dimensional dynamic response simulations of the entire bridge including Soil-Structure Interaction (SSI) effects are undertaken using several analytical platforms. The finite element analysis programs SAP2000 and ZEUS-NL (the MAE Center analysis platform) are employed for elastic and inelastic analysis of the structure, respectively. The Pacific Earthquake Engineering Research (PEER) Center analysis platform OpenSees is used for an inelastic simulation of the foundation and the underlying substrata. The assessment methodology is presented, including modeling of the bridge and its foundation system. The SSI analysis is a key element in the current study due to the length of the bridge, the massive and stiff foundation and the relatively soft deep soil underlying the site. The impact of refined modeling and simulations and the pressing need to account for various structural and nonstructural members in vulnerability assessment of major highway bridges are emphasized. The comprehensive hazard study, the realistic modeling approach and the advanced analytical tools employed in the assessment enable the identification of areas of vulnerability in the bridge. They also enable the assessment of its response with a number of different retrofitting schemes. The state-of-the-art simulation methodologies described in the paper enable bringing the most recent research outcomes to support practice and to improve public safety.
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  - Analysis
KW  - Bridges
KW  - Caruthersville Bridge (Mississippi River)
KW  - Earthquakes
KW  - Elasticity (Mechanics)
KW  - Evaluation and assessment
KW  - Finite element method
KW  - Foundations
KW  - Girders
KW  - Inelasticity
KW  - Mathematical models
KW  - Methodology
KW  - Mississippi River
KW  - Missouri
KW  - New Madrid Seismic Zone
KW  - Pacific Earthquake Engineering Research Center
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Retrofitting
KW  - Safety
KW  - Simulation
KW  - Soil structure interaction
KW  - Steel
KW  - Structural analysis
KW  - Tennessee
KW  - Trusses
UR  - https://trid.trb.org/view/839673
ER  - 

TY  - CONF
AN  - 01080779
AU  - Rollins, Kyle M
AU  - Price, Bradford E
AU  - Dibb, Emily
AU  - Higbee, Jim B
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Liquefaction Mitigation Using Stone Columns and Wick Drains for Utah Bridges
PY  - 2006
SP  - 12p
AB  - Stone column treatment is very common for mitigating liquefaction hazard. Although this approach is effective for clean sands, experience suggests that little improvement will be achieved when the fines content exceeds 20%. However, this paper presents two cases where sites with silts and silty sands having high fines contents were successfully compacted using stone columns. One case with an average fines content of about 50% required the use of prefabricated vertical wick drains, while a site with about 30% fines did not. In both cases, the soils were either non-plastic or had very low plasticity (<5%) and the clay percentage was lesss than 5%. Liquefaction analyses established the penetration resistance acceptance criteria as a minimum (N1)60-cs of 25 with an average (N1)60-cs of 30 to provide an adequate factor of safety against liquefaction. Treatment without drains was generally effective but required secondary columns in some cases which significantly increased the cost. At the site with the highest fines content, wick drains were installed at a spacing of 2 m on centers prior to installation of stone columns. During installation, water was observed exiting the wick drains up to 6 m away from the installation point. Pre- and post-mitigation borings were drilled using continuous SPT testing to directly evaluate improvement and fines content. In all but two cases, the measured penetration resistance exceeded required minimums and the average (N1)60-cs increased from 17 to 33, an increase of 94%. Improvement compared well with USBR experience at Salmon Lake Dam where wick drains were also used with stone columns in sands with high fines content. However, the improvement was still about half of that obtained without wick drains for sands with low fines contents.
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  - Clay
KW  - Costs
KW  - Fines (Materials)
KW  - Hazards
KW  - Liquefaction
KW  - Mitigation
KW  - Penetration resistance
KW  - Plasticity
KW  - Prefabricated vertical drains
KW  - Safety
KW  - Sand
KW  - Secondary structures
KW  - Silty sands
KW  - Stone columns
KW  - Utah
KW  - Wick drains
UR  - https://trid.trb.org/view/839778
ER  - 

TY  - CONF
AN  - 01080775
AU  - Murphy, Thomas P
AU  - Irwin, Michael C
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Retrofitting the Milford-Montague Truss: Challenges and Solutions
PY  - 2006
SP  - 12p
AB  - This paper presents the challenges and solution for the seismic evaluation and retrofit of the Milford-Montague truss bridge crossing the Delaware River between Pennsylvania and New Jersey. The seismic vulnerabilities are presented, along with the retrofit strategies considered including base isolation and added damping systems. Special emphasis is placed on the difficulties presented by the stone-faced lightly reinforced piers common in many older truss bridges. The state-of-the-practice in retrofitting these piers is explored. Unique aspects of the bridge behavior and their impacts on the final retrofit strategy chosen are highlighted.
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  - Base isolation
KW  - Bridge piers
KW  - Delaware River
KW  - Earthquake resistant design
KW  - Evaluation and assessment
KW  - Impacts
KW  - Milford-Montague Bridge
KW  - Resistance (Mechanics)
KW  - Retrofitting
KW  - Seismicity
KW  - Truss bridges
KW  - Vulnerabilities
UR  - https://trid.trb.org/view/839599
ER  - 

TY  - CONF
AN  - 01080774
AU  - Chung, Paul
AU  - Ravanipour, Mohammad
AU  - Wolfe, Raymond
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - New Seismic Retrofit Technologies for a Historic Bridge in California
PY  - 2006
SP  - 9p
AB  - The California Department of Transportation has nearly concluded a landmark effort to retrofit all bridges in its inventory determined seismically deficient. Several historic bridges were among the structures identified at risk. Historic structures are defined as those included on the “National Register of Historic Places.” Identification as such imparts a higher standard with respect to the visual impacts of modifications, including a review by the Advisory Council on Historic Preservation and/or the State Historic Preservation Office, of any proposed work. The Laurel Street Bridge, spanning State Route 163 just north of downtown San Diego, is one of these historic structures targeted for seismic retrofitting. In addition to the identified seismic deficiencies, the structure suffers from substantial concrete deterioration and reinforcing steel corrosion. This paper outlines the current retrofit strategies contemplated during the project planning phase, noting some of the requisite challenges still under investigation.
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  - California Department of Transportation
KW  - Concrete
KW  - Corrosion
KW  - Deterioration
KW  - Earthquake resistant design
KW  - Historic bridges
KW  - Laurel Street Bridge
KW  - Reinforcing steel
KW  - Retrofitting
KW  - San Diego (California)
KW  - Seismicity
KW  - Technology
UR  - https://trid.trb.org/view/839591
ER  - 

TY  - CONF
AN  - 01080773
AU  - Chiou, Brian
AU  - Power, Maurice
AU  - Abrahamson, Norman
AU  - Roblee, Clifford
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - An Overview of the Project of Next Generation of Ground Motion Attenuation Models for Shallow Crustal Earthquakes in Active Tectonic Regions
PY  - 2006
SP  - 10p
AB  - The “Next Generation of Ground Motion Attenuation Models” (NGA) project is a partnered research program conducted by Pacific Earthquake Engineering Research Center-Lifelines Program (PEER-LL), U.S. Geological Survey (USGS), and Southern California Earthquake Center (SCEC). The project has the objective of developing updated ground motion attenuation relationships through a comprehensive and highly interactive research program. Five sets of updated attenuation relationships are developed by teams working independently but interacting throughout the development process. The main technical issues being addressed by the NGA teams include magnitude scaling at close-in distances, directivity effects, polarization of near-field motion (faultstrike-normal component vs. fault-strike-parallel component), nonlinear amplification by shallow soil, and sedimentary basin amplification. The attenuation relationships development is also facilitated by the development of an updated and expanded database of recorded ground motions; conduct of supporting research projects to provide constraints on the selected functional forms of the attenuation relationships; and a program of interactions throughout the development process to provide input and reviews from both the scientific research community and the engineering user community. An overview of the NGA project components, process, and products developed by the project is presented in this paper.
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  - Attenuation
KW  - Constraints
KW  - Earthquakes
KW  - Ground motion models
KW  - Magnitude
KW  - Motion
KW  - Next generation design
KW  - Pacific Earthquake Engineering Research Center
KW  - Polarization
KW  - Relationships
KW  - Scaling
KW  - Seismicity
KW  - Southern California Earthquake Center
KW  - Tectonics
KW  - United States Geological Survey
UR  - https://trid.trb.org/view/839653
ER  - 

TY  - CONF
AN  - 01080772
AU  - Werner, Stuart D
AU  - Cho, Sungbin
AU  - Taylor, Craig E
AU  - Lavoie, Jean-Paul
AU  - Huyck, Charles K
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Analysis of a Roadway System in the Los Angeles, California Area
PY  - 2006
SP  - 12p
AB  - Over the past several years, the Federal Highway Administration sponsored two multi-year research projects titled “Seismic Vulnerability of Existing Highway Construction” and “Seismic Vulnerability of the Highway System”, that were carried out through the Multidisciplinary Center for Earthquake Engineering Research. These projects included a task to enhance, develop, program, and apply new procedures for seismic risk analysis (SRA) of roadway systems. This task initially focused on developing the framework for a deterministic and probabilistic SRA methodology, which was named REDARS™ (an acronym for Risks from Earthquake DAmage to Roadway Systems). Based on this framework, the methodology was then applied to the roadway system in Shelby County, Tennessee, in order to demonstrate its application and to identify directions for further development (Werner et al., 2000). Following this, REDARS™ was independently validated, after which research to improve its models and to program its methodology was implemented. These latter efforts were also supported under a separate project that was sponsored by the California Department of Transportation in order to enable them to assess the applicability of REDARS™ 2 in their future statewide seismic-risk-reduction activities. The culmination of these multi-year activities was the development of a new software package named REDARS™ 2, which was released for public use during March, 2006. Reports have been prepared that describe the REDARS™ 2 methodology and software, a demonstration application of the software to the Los Angeles, California roadway system, and a REDARS™ 2 Import Wizard that greatly facilitates input-data preparation (Werner, et. al., 2006; Cho et al., 2006). This paper summarizes this research by reviewing the REDARS™ 2 SRA methodology, and then using results from the above demonstration application to illustrate how such results can facilitate performance-based engineering and seismic-risk-reduction decision making.
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  - Construction
KW  - Earthquake resistant design
KW  - Engineering
KW  - Frameworks
KW  - Highways
KW  - Los Angeles (California)
KW  - Methodology
KW  - Multidisciplinary Center for Earthquake Engineering Research
KW  - Performance based specifications
KW  - Redars (Computer program)
KW  - Risk analysis
KW  - Roads
KW  - Seismic analysis
KW  - Seismic vulnerability
KW  - Shelby County (Tennessee)
KW  - Software
KW  - U.S. Federal Highway Administration
KW  - Validation
UR  - https://trid.trb.org/view/839930
ER  - 

TY  - CONF
AN  - 01080768
AU  - Berman, Jeffrey W
AU  - Bruneau, Michel
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Proof-Of-Concept Testing and Finite Element Modeling of Self-Stabilizing Hybrid Tubular Links for Eccentrically Braced Frames
PY  - 2006
SP  - 10p
AB  - This paper describes the design, testing, and finite element modeling of a proof-of-concept eccentrically braced frame specimen utilizing a hybrid rectangular shear link. The link is self stabilizing and does not require lateral bracing, making it suitable for use in steel bridge piers where lateral bracing can be difficult to provide (building applications are possible as well). Equations used for design are given and references for their derivations are provided. The quasistatic cyclic testing is described, and results are reported and compared with a finite element model to be used as the basis for a future parametric study. Stable and full hysteretic loops were obtained and no signs of flange, web, or lateral torsional buckling were observed. The link was subjected to 0.15 radians of rotation in the final cycle, which is almost twice the maximum rotation allowed in building codes for links with I-shaped cross-sections. Although the final failure mode was fracture of the bottom link flange, the large rotations achieved were well above what would be required in a seismic event, indicating that hybrid rectangular links without lateral bracing of the link can indeed be a viable alternative for applications in steel bridge piers in seismic regions.
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  - Bridge piers
KW  - Cross sections
KW  - Cyclic tests
KW  - Design
KW  - Eccentric bracing
KW  - Failure modes
KW  - Finite element method
KW  - Fracture mechanics
KW  - Frames
KW  - Hybrid rectangular links
KW  - Hybrids
KW  - Hysteresis
KW  - Links
KW  - Mathematical models
KW  - Modeling
KW  - Parametric analysis
KW  - Proof of concept
KW  - Quasi-static tests
KW  - Shear (Mechanics)
KW  - Stabilized materials
KW  - Steel
KW  - Testing
KW  - Tubular structures
UR  - https://trid.trb.org/view/839645
ER  - 

TY  - CONF
AN  - 01080767
AU  - Sanchez, Hector Sanchez
AU  - Cruz, Marcelino Gonzalez
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Inelastic Response of the San Antonio Viaduct Subjected to Synthetic Ground Acceleration Records
PY  - 2006
SP  - 12p
AB  - In 1989, some bridge structures suffered major damage during the Loma Prieta earthquake in California. Cypress Street Viaduct was a two-level elevated freeway structure which collapsed catastrophically, crushing cars and trucks as the second level pancaked onto the first level. The performance of the viaduct is the particular interest to the bridge design, behavior and research community. The results of time-history analyses indicate that collapse was initiated by a shear failure of the pedestal regions. At the present, two-level elevated viaducts have been built in Mexico City, Mexico. San Antonio Viaduct is part of the transport system, linking Miguel Alemán Viaduct with south Periférico. Seismic areas affect the performance of these structures. Since they could be vulnerable to damage in future earthquakes, they provide an excellent opportunity to evaluate their seismic response and prevent collapse. This research is focused on the study of the behavior and structural response of the concrete frame type viaducts placed in the typical soil of the Mexico Valley. The structures were modeled as an assemblage of small members where they modify their geometrical and mechanical properties. The columns were modeled as constant section members with rigid zones in joint regions, and the post-tensioned box-girders were modeled as tapered members with rigid zones in joint regions. The model was analyzed using six synthetic ground acceleration records to obtain time-histories. The synthetic records were obtained from a stochastic process modulated in amplitude and frequency with evolutionary properties that depend on the characteristics of source (magnitude and distance). The numerical results obtained in this research indicate that procedures implemented in the regulations or codes to estimate the total inelastic deformations do not take into account a rational nonlinear behavior, therefore it provides minor lateral deformations (distortions) than those allowed by RCDF 2004 (Mexican code) with a permanent structural damage.
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  - Acceleration
KW  - Bridges
KW  - Collapse
KW  - Columns
KW  - Concrete
KW  - Damages
KW  - Deformation
KW  - Earthquake resistant design
KW  - Inelastic response
KW  - Mathematical models
KW  - Mexico City (Mexico)
KW  - Nonlinearity
KW  - Regulations
KW  - San Antonio Viaduct
KW  - Seismic response
KW  - Seismicity
KW  - Vulnerabilities
UR  - https://trid.trb.org/view/840112
ER  - 

TY  - CONF
AN  - 01080766
AU  - Rajaparthy, S R
AU  - Hutchinson, T C
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Evaluation of Methods for Analyzing the Seismic Response of Piles Subjected to Liquefaction-Induced Loads
PY  - 2006
SP  - 12p
AB  - Observations from past earthquakes have demonstrated that lateral spreading or ground movement induced by liquefaction results in undesirable excessive movements and potential failure to the below ground portion of a pile foundation. The present study reviews current design methods and mechanisms involved in the response of pile foundations when subjected to liquefaction induced loads and displacements. A case study pile foundation considering a typical 1 meter diameter reinforced concrete bridge pile extension is evaluated for its response to seismic inertial and kinematic loading considering different soil conditions: (a) homogenous sand, (b) homogeneous liquefiable sand, (c) layered liquefiable sand, and (c) a stiff crust overlying liquefiable layers. Soil pile performance is evaluated using the program LPILE (Reese et al., 2000), considering the nonlinear moment-curvature behavior of conventionally detailed well-confined piles. Liquefaction behavior is modeled using a variety of simplified design methods: (i) p-y reduction factors, (ii) liquefaction induced ground displacements, and (iii) lateral earth pressures from the liquefied layers using Japan Road Association guidelines. Results are evaluated in terms of performance measures useful for design, such as nondimensional plastic hinge length (λp = Lp/D) and non-dimensional depth of maximum moment (λm = Lm/D). As is observed for typical columns, the plastic hinge length is found to increase with an increase in longitudinal reinforcement ratio and remain approximately constant for varying axial loading of the pile. The addition of a crustal layer decreased the depth to maximum moment, however, both the layered liquefiable and crustal conditions resulted in slightly increased plastic hinge length, when compared with a homogeneous non-liquefiable condition. Comparison of these methods sheds light onto the variability of local response and highlights the need for practical validation against test data, where the nonlinearity of the pile and soil are considered under scenario earthquake-induced liquefaction demands.
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  - Analysis
KW  - Bridge piers
KW  - Case studies
KW  - Design
KW  - Dislocation (Geology)
KW  - Earth pressure
KW  - Earthquake resistant design
KW  - Earthquakes
KW  - Extension
KW  - Foundations
KW  - Inertial forces
KW  - Japan Road Association
KW  - Kinematics
KW  - Lateral spreading
KW  - Layered soils
KW  - Liquefaction
KW  - Loads
KW  - LPILE (Computer program)
KW  - Mathematical models
KW  - Methodology
KW  - Moment-curvature response
KW  - Moments (Mechanics)
KW  - Nonlinearity
KW  - P-y analyses
KW  - Piles (Supports)
KW  - Plastic hinge
KW  - Reinforced concrete bridges
KW  - Sand
KW  - Seismic loading
KW  - Seismicity
KW  - Soils
KW  - Validation
KW  - Vulnerabilities
UR  - https://trid.trb.org/view/839763
ER  - 

TY  - CONF
AN  - 01080764
AU  - Shamsabadi, Anoosh
AU  - Kapuskar, Mike
AU  - Martin, Geoffrey R
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Three-Dimensional Nonlinear Finite-Element Soil-Abutment Structure Interaction Model for Skewed Bridges
PY  - 2006
SP  - 10p
AB  - Seismic design of bridges is based on a displacement-performance philosophy. This type of bridge design requires that the geotechnical engineer provide abutment-embankment soil springs which are inherently nonlinear. To date, a number of experiments have been performed to determine the nonlinear lateral force-displacement capacity of ordinary non-skewed bridge abutments, pile caps and walls. Typical highway bridges are wide so that the abutment walls are much wider than they are tall. Therefore, the nonlinear abutment backfill response behind a wide non-skewed abutment wall is essentially a two-dimensional plane-strain earth pressure problem. However, the estimation of the lateral force-displacement capacity behind a skewed abutment wall is a three dimensional problem that involves bridge deck rotation during dynamic loading. The capacity is developed from passive wedge failure in the soil mass which occurs when the frictional resistance along the bottom and the two sides of the wedge are mobilized. The mobilized passive resistance is dependent on the bridge displacement, bridge geometry (bridge skew angle, deck width and height), the soil stress-strain properties of the abutment backfill, and ground motion characteristics. In common abutment design practice, the abutment load-deformation relationship due to passive resistance is based on load test data or presumptive values where the wall is pushed normal to the soil. However, the passive resistance and stiffness for the skewed wall is expected to be smaller than for the ordinary non-skewed abutment wall due to the bridge rotation. A three-dimensional model is required to capture the geometry and capacity of the full passive soil wedge behind the skewed abutments walls. The objective of this paper is to develop three-dimensional nonlinear finite-element models to estimate soil capacities behind a non-skewed and a skewed abutment wall as a function of wall displacement. The predicted force-displacement capacities will be compared with the results obtained from a field load-deformation test of a wall pushed into typical structure backfill. The nonlinear force-displacement relationship of the abutments can be used to evaluate the seismic performance of skewed highway bridges.
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  - Abutments
KW  - Bridge decks
KW  - Capacity
KW  - Deformation
KW  - Deformation curve
KW  - Dislocation (Geology)
KW  - Dynamics
KW  - Earthquake resistant design
KW  - Failure
KW  - Finite element method
KW  - Frictional resistance (Hydrodynamics)
KW  - Geometry
KW  - Highway bridges
KW  - Interaction
KW  - Lateral loads
KW  - Mathematical models
KW  - Mechanical loads
KW  - Nonlinearity
KW  - Passive resistance
KW  - Rotation
KW  - Skew bridges
KW  - Skewed structures
KW  - Soils
KW  - Stiffness
KW  - Three dimensional
KW  - Wedges
UR  - https://trid.trb.org/view/839684
ER  - 

TY  - CONF
AN  - 01080763
AU  - Bae, Sungjin
AU  - Bayrak, Oguzhan
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Lateral Deformation Capacity of Concrete Bridge Piers
PY  - 2006
SP  - 11p
AB  - In order to improve our understanding of the lateral load response of reinforced concrete columns, extensive experimental and analytical research has been conducted over the last three decades. In order to estimate the lateral load response of columns, the research focused on confinement models for concrete, buckling and low-cycle fatigue models for reinforcing bars, flexural deformation models, shear deformation models and bar slip models. Based on these studies, several analytical methods have been developed. These analytical methods have been employed in determining the amount of confining reinforcement for a desired level of ductility. Although the resulting design expressions for  confinement reinforcement are reasonably simple to use, the analytical methods that can be used to estimate the lateral deformation capacity of bridge piers are relatively complex. The complexity of these analytical methods makes them difficult to use in seismic design practice. In this paper, the derivation of a simple closed-form equation based on the lateral load response of reinforced concrete columns due to the P-Δ effect is presented. To investigate the validity of this simple expression in predicting the lateral drift capacity of concrete bridge piers, results from a large number of concrete column tests are collected from the UW/PEER column database for rectangular and circular column sections. The predicted drift capacities of the concrete columns tested by various researchers are compared with the experimentally-obtained drift capacities. This comparison shows that the use of a simple expression developed in this research provides conservative estimates for the lateral deformation capacity of reinforced concrete columns. As such, this expression is recommended for use in seismic design of reinforced concrete bridge piers.
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  - Analytical methods
KW  - Bridge piers
KW  - Capacity
KW  - Columns
KW  - Confinement model
KW  - Design
KW  - Drift
KW  - Ductility
KW  - Estimation theory
KW  - Forecasting
KW  - Lateral deformation
KW  - Lateral response
KW  - Loads
KW  - Reinforced concrete
KW  - Reinforcement (Engineering)
UR  - https://trid.trb.org/view/839713
ER  - 

TY  - CONF
AN  - 01080761
AU  - Ou, Yu-Chen
AU  - Wang, Ping-Hsiung
AU  - Chang, Kuo-Chun
AU  - Lee, George C
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic-Resistant Connections for Prefabricated Segmental Bridge Columns
PY  - 2006
SP  - 8p
AB  - Prefabricated bridge construction has recently gained increased attention in the United States. The advantages of using prefabricated bridge construction include accelerating bridge construction, minimizing traffic disruption, lessening the environmental impact, improving safety in work zones and decreasing the life-cycle cost of bridges. However, the use of segmental bridge columns is very limited in regions of high-seismicity such as the state of California. One of the main reasons is the lack of design information to ensure the seismic resistance of connections between two precast units. This paper describes a joint project between the Multidisciplinary Center for Earthquake Engineering Research (MCEER), University at Buffalo, and the National Center for Research on Earthquake Engineering (NCREE), National Taiwan University, on the development of seismic resistant connections in precast segmental bridge columns. The analytical study carried out at MCEER, funded by FHWA, identified several critical parameters. These parameters were used as the basis for the design of a series of connection tests conducted at NCREE.
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  - Bridge columns
KW  - Bridge construction
KW  - California
KW  - Connections
KW  - Earthquake resistant design
KW  - Environmental impacts
KW  - Life cycle costing
KW  - Multidisciplinary Center for Earthquake Engineering Research
KW  - National Center for Research on Earthquake Engineering (Taiwan)
KW  - Parameters
KW  - Prefabricated bridges
KW  - Resistance factors
KW  - Segmental bridges
KW  - Seismicity
KW  - Tests
KW  - Traffic disruption
KW  - United States
KW  - Work zone safety
UR  - https://trid.trb.org/view/839632
ER  - 

TY  - CONF
AN  - 01080760
AU  - Shamsabadi, Anoosh
AU  - Kapuskar, Mike
AU  - Martin, Geoffrey R
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Nonlinear Seismic Soil-Abutment-Structure Interaction Analysis of Skewed Bridges
PY  - 2006
SP  - 12p
AB  - This paper investigates the impact of the bridge skew angle on the force-deformation characteristics of abutments and the seismic response of a two-span bridge subjected to seismic two-component ground motions with near-fault effects. Three-dimensional models of a two-span box girder bridge were developed incorporating 0, 25, 45 and 60-degree skew. The models included seat-type abutments with elastomeric bearing pads and shear keys, and a single-column bent on pilecaps. A hyperbolic force-displacement (HFD) relationship was used to model the interaction between abutments and the embankment soil. A nonlinear spring is used to model near-field effects in series with an elastic spring and a dashpot element to simulate far-field effects. Nonlinear time-history analyses were performed using nine two-component lateral input ground motions. The analyses show that the interaction between abutment and soil causes the overall seismic bridge behavior to become more complex with increasing bridge skew. Skewed bridges tend to rotate about the vertical axis during a seismic event. The superstructure rotation can cause excessive transverse movement at seat-type abutments that builds up mainly during the initial peak cycles of shaking and can result in unseating of the superstructure. Rotation of the deck is accompanied by pounding on the abutment backwall. The deck rotation is due to development of an non-uniform passive soil wedge behind the abutment wall that results is asymmetric soil reactions between the acute and obtuse corner of the wall. The width and capacity of the passive wedge depends on abutment (embankment) width, skew angle and ground motion characteristics. Seismic behavior of skewed bridges is also strongly influenced by the characteristics of the input ground motions. For three skew configurations, the magnitude of permanent rotation and lateral offset varied among the nine input motions with no discernible trend. This strongly suggests the bridges with significant skew should be analyzed using motions with two or three components and several earthquake records should be considered in order to capture the behavior of structure details such as bearing pads and shear keys that affect the overall bridge response.
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  - Analysis
KW  - Box girder bridges
KW  - Bridge abutments
KW  - Deformation
KW  - Dislocation (Geology)
KW  - Earthquake resistant design
KW  - Embankments
KW  - Force
KW  - Hyperbolic functions
KW  - Interaction
KW  - Nonlinearity
KW  - Rotation
KW  - Seismic response
KW  - Seismicity
KW  - Simulation
KW  - Skew angles
KW  - Skew bridges
KW  - Skewed structures
KW  - Soils
KW  - Structures
KW  - Three dimensional models
KW  - Transverse movement
UR  - https://trid.trb.org/view/839711
ER  - 

TY  - CONF
AN  - 01080759
AU  - Pezeshk, Shahram
AU  - Withers, Mitch
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Instrumentation at the I-40 Bridge in Memphis, Tennessee
PY  - 2006
SP  - 10p
AB  - Over the past several years, the Hernando Desoto Bridge carrying I-40 across the Mississippi River at Memphis has been the scene of an intensive strong motion monitoring project, involving the installation of numerous traditional and several nontraditional forms of instrumentation designed to characterize the response of the structure to shaking from seismic and induced sources. This bridge is being retrofitted to withstand a magnitude 7 event at 65 km distance from the site at a depth of 20 km. The goal of the retrofit is to have this bridge fully operational following the maximum probable earthquake (2,500 year return period). As part of the I-40 bridge retrofit, Friction Pendulum TM isolation bearings have been used to ensure the integrity of the main spans of the bridge. The Tennessee Department of Transportation (TDOT), in conjunction with the Federal Highway Administration (FHWA), has provided funding to install strong motion instrumentation with 108 data channels at 36 different locations on the bridge. The United State Geological Survey in 2002 funded the installation of sensors at the foundation levels. In addition, two free field monitoring stations were installed by the Center for Earthquake Research and Information, at the University of Memphis, through funding from the Advanced National Seismic System (ANSS). Two downhole multi-component monitoring systems to complement the abovementioned instrumentation system are planned to be installed through funding from TDOT and ANSS. Downhole sensors will be installed in two boreholes: one 200 ft deep and one 100 ft deep adjacent to the free field site located near the bridge on Mud Island. Two six-channel sensor/digitizer systems and their ancillary equipment will be permanently installed and will telemeter the data from these downhole systems. Two boreholes are being used because this is far less expensive than installing a hole lock instrument platform at the midpoint of the deeper hole. All of the geotechnical information arising from the logging of these boreholes will be available to the research community. In addition, a series of seismic downhole surveys and a Spectral Analysis of Surface Waves are planned which will be made public through publication and internet.
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  - Base isolation
KW  - Bridge bearings
KW  - Downhole
KW  - Earthquake shaking
KW  - I-40 Mississippi River Bridge (Tennessee)
KW  - Instrumentation
KW  - Memphis (Tennessee)
KW  - Monitoring
KW  - Responses
KW  - Retrofitting
KW  - Seismicity
KW  - Sensors
KW  - Spectral analysis of surface waves
KW  - Structural analysis
KW  - Surveys
KW  - Tennessee Department of Transportation
KW  - U.S. Federal Highway Administration
KW  - United States Geological Survey
KW  - University of Memphis
UR  - https://trid.trb.org/view/839727
ER  - 

TY  - CONF
AN  - 01080758
AU  - Tobolski, Matthew J
AU  - Matsumoto, Eric E
AU  - Restrepo, Jose I
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - NCHRP 12-74 Development of Precast Bent Cap Systems for Seismic Regions - Background and Progress
PY  - 2006
SP  - 11p
AB  - In increasingly congested urban areas around the country, thousands of bridges are in need of replacement or rehabilitation. One strategic means to accelerate bridge construction is the use of precast concrete bent caps. The National Cooperative Highway Research Program (NCHRP) recently funded Project 12-74 “Development of Precast Bent Cap Systems for Seismic Regions” to develop design methodologies, connection details, and design and construction specifications for precast concrete bent caps in seismic regions. This paper summarizes progress on the first five research tasks, including a comprehensive literature review, industry survey, and development of candidate systems and connection details. In addition, an overview of relevant seismic design concepts related to this research is presented. Through a comprehensive survey of the bridge community, information regarding prior uses of precast bent cap systems has been obtained. This information was used in the development of new connection details to be validated through experimental testing. Candidate integral and nonintegral systems that have been developed are expected to provide the necessary seismic performance in a constructible, cost-effective manner. In addition, initial stages of the analytical and experimental work are currently underway. This effort will include: component bent cap-to-column connection tests; a large-scale, bi-directional system test of an integral bridge system; strut-and-tie and finite element modeling; and non-linear time history analyses of representative structures from all regions of seismicity. Following the experimental and analytical work, design methodologies will be generated for these validated systems. Design and construction specifications and commentary will be developed in AASHTO LRFD format to promote industry implementation.
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  - Acceleration
KW  - Bents
KW  - Bridges
KW  - Congestion
KW  - Connection details (Bridges)
KW  - Construction specifications
KW  - Design
KW  - Mathematical models
KW  - Methodology
KW  - National Cooperative Highway Research Program
KW  - Precast concrete
KW  - Rehabilitation
KW  - Replacement
KW  - Seismic regions
KW  - Testing
KW  - Urban areas
KW  - Validation
UR  - https://trid.trb.org/view/839879
ER  - 

TY  - CONF
AN  - 01080757
AU  - Espinoza, Andres
AU  - Mahin, Stephen A
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Rocking of Bridge Piers Subjected to Multi-Directional Earthquake Excitation
PY  - 2006
SP  - 8p
AB  - Rocking as an acceptable mode of seismic response has been extensively studied and has been shown to potentially limit local displacement demands. Rocking can act as a form of isolation, reducing displacement and force demands on a bridge, thereby allowing for design of smaller footings and members. As part of a larger, Caltrans-funded investigation to develop guidelines for the design of bridges supported on piers that rock on their foundations, a series of preliminary shaking table tests of a simple inverted pendulum reinforced concrete bridge column was conducted. These tests are among the first to consider the effects of three components of excitation. For the shaking table tests, the underlying soil is modeled by a neoprene pad, upon which the pier is allowed to rock. Preliminary results from these tests comprise the focal point of this paper. These shaking table experiments provide data to validate analytical models that are in turn used to assess and improved design guidelines related to rocking foundations.
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  - Base isolation
KW  - Bridge piers
KW  - Design
KW  - Dislocation (Geology)
KW  - Earthquakes
KW  - Evaluation and assessment
KW  - Excitation
KW  - Force
KW  - Foundations
KW  - Improvements
KW  - Mathematical models
KW  - Multidirectional flow
KW  - Rocking
KW  - Seismic response
KW  - Shaking table tests
KW  - Soils
UR  - https://trid.trb.org/view/839596
ER  - 

TY  - CONF
AN  - 01080756
AU  - Alameddine, Fadel
AU  - Yashinsky, Mark
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Hazard for California Bridges Using Deterministic and Probabilistic Methods
PY  - 2006
SP  - 10p
AB  - The California Department of Transportation uses a Deterministic Seismic Hazard Analysis (DSHA) for the design of ordinary bridges. All bridges are considered ordinary unless classified as important bridges. A Probabilistic Seismic Hazard Analysis (PSHA) is used for the seismic design of important bridges, the seismic design of temporary bridges or of bridge shoring, and to make economic decisions about retrofitting and replacing older structures. Because of the inherent differences between the two methods, seismic hazard demand used for the design of a particular bridge at a given location can vary depending on the method used and the proximity to earthquake faults. This variation is further complicated by the fact that California has regions of extremely high and relatively low seismicity in addition to areas that are characterized as seismically highly active, moderately active or inactive. Using PSHA or DSHA for the design of a bridge may lead to different levels of safety against collapse. This paper compares the DSHA One-Second Spectral Acceleration based on the Maximum Credible Earthquake (MCE) with the PSHA One-Second Spectral Acceleration for bridge sites grouped in different regions of California. Cost curves developed by OPAC Consulting under a contract from PEER (Ketchum, 2003) and with Caltrans support and monitoring were used to integrate a cost comparison between DSHA and PSHA spectral acceleration values for different regions of California as well as statewide.
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  - California
KW  - Collapse
KW  - Costs
KW  - Deterministic models
KW  - Earthquakes
KW  - Economics
KW  - Mathematical models
KW  - Probabilistic models
KW  - Replacement (Bridges)
KW  - Retrofitting
KW  - Safety
KW  - Seismic hazards
KW  - Seismicity
KW  - Shoring
UR  - https://trid.trb.org/view/839617
ER  - 

TY  - CONF
AN  - 01080755
AU  - Mechakhchekh, Abdallah
AU  - Ghosn, Michel
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - A Rational Method for Calibrating Appropriate Response Modification Factors for Seismic Design of Bridge Columns
PY  - 2006
SP  - 12p
AB  - There is considerable debate over how best to develop AASHTO LRFD Seismic Bridge Design Specifications and much of the discussion is focused on the appropriate seismic return period that should be used for different limit states in order to keep the risk of bridge failure within acceptable levels. Estimating the risk to bridge failure requires the study of the complex interaction between the seismic hazard at the bridge site and the response of the bridge to the seismic input. While much progress has been made over the last few years on estimating the seismic hazards at different sites within the U.S., a properly calibrated LRFD code should use partial resistance and load factors applied on each of the parameters that control the safety of the structure and should not lump all the safety factors into the seismic return period alone as recent specification proposals have suggested. Thus, the development of LRFD specifications requires a comprehensive review of the seismic risk to bridge failure taking into consideration both the uncertainties in estimating future earthquake inputs as well as the corresponding seismic response of structural members. This paper studies the uncertainties associated with estimating the response of concrete bridge columns represented by their Response Modification Factors. The effects of the random nature of the material properties and those of the modeling uncertainties on the risk and reliability of bridge columns are evaluated. This information along with results from Probabilistic Seismic Hazard Analysis is used in a comprehensive reliability analysis to calibrate a balanced set of response modification factors for bridge column design for two representative sites one in San Francisco and the other in New York City. The implementation of a similar reliability-based calibration of the response modification factors into future versions of the AASHTO Bridge Seismic Specifications will provide uniform and consistent levels of reliability for bridges situated in different regions of the U.S. including the east and west coasts as well as mid-America.
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  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge columns
KW  - Bridge failure
KW  - Calibration
KW  - Earthquake resistant design
KW  - Estimation theory
KW  - Loads
KW  - Mathematical models
KW  - Methodology
KW  - Modeling
KW  - Modification factor
KW  - Rationality
KW  - Reliability
KW  - Resistance factors
KW  - Responses
KW  - Risk assessment
KW  - Seismic hazards
KW  - Uncertainty
KW  - United States
UR  - https://trid.trb.org/view/839614
ER  - 

TY  - CONF
AN  - 01080752
AU  - Hipley, Pat
AU  - Shakal, Anthony
AU  - Haddadi, Hamid
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Caltrans/CGS Downhole Geotechnical Arrays
PY  - 2006
SP  - 8p
AB  - Structural engineers rely on the knowledge gained by the geotechnical earthquake engineering and seismological communities to predict how the base of a structure and its associated pile foundation will react to large seismic events. Recording subsurface movement, which is currently sparse, is invaluable to seismologists and earthquake engineers in determining soil dynamic properties and to accurately predict ground motions. For the last twelve years, the California Department of Transportation has been working with the California Geological Survey to install downhole accelerometers at various depths to record subsurface soil and rock motions caused by earthquakes. There are currently 16 sites up and running and many more planned for the near future. These sites are spread throughout the state and range from soft soil sites to weathered rock sites. The data will be used to verify and calibrate geotechnical analytical modeling techniques. Most of the sites have the deepest sensors at a few hundred feet down but some locations have sensors as deep as 800 feet. At every site, the deepest hole is logged and this data is used to determine the depths of the sensors and will be available for future studies. Prior to projects that place strong motion sensors deep in the ground, the subsurface soil motions caused by earthquakes could only be speculated. Interesting data has already been collected from near source and far source earthquakes at some locations. With more sites coming on line, the likelihood of having a downhole array near the epicenter of a large earthquake is better realized.
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  - Accelerometers
KW  - California Department of Transportation
KW  - California Geological Survey
KW  - Downhole
KW  - Earthquake resistant design
KW  - Epicentral distance
KW  - Forecasting
KW  - Geotechnical array
KW  - Pile foundations
KW  - Properties of materials
KW  - Seismic response
KW  - Seismicity
KW  - Sensors
KW  - Soil types
KW  - Soils
KW  - Structural engineering
KW  - Subsurface motion
UR  - https://trid.trb.org/view/839714
ER  - 

TY  - CONF
AN  - 01080751
AU  - Tobias, Daniel H
AU  - Anderson, Ralph E
AU  - Hodel, Chad E
AU  - Kramer, William M
AU  - Wahab, Riyad M
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Implications of Future Seismic Bridge Design Provisions for Illinois
PY  - 2006
SP  - 12p
AB  - AASHTO and the NCHRP are currently formulating new provisions for the seismic design of highway bridges. As a member of the AASHTO Seismic Design Sub-Committee (T-3), Illinois is playing an advisory role in the process. A vote by AASHTO members on adoption of these provisions into the LRFD Bridge Design Specifications or as guide specifications, in part or in full, could come in the late spring of 2007 with initial publication as early as 2008. The proposed formulation of the new provisions is quite different than those in the current AASHTO LRFD Bridge Design Specifications as well as the Standard Specifications for Highway Bridges. There are two key aspects of differentiation between the current codified provisions and the proposed which Illinois is focusing on for implementation. The design earthquake return period is increasing from 500 to 1000 years and the newly formulated method for seismic analysis and design is primarily “displacement based” as opposed to the current “force based” or “R-factor” approach. Illinois has already begun to lay the foundation for implementation of these expected provisions. The paper presents an overview of these efforts.
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  - AASHTO LRFD Bridge Design Specifications
KW  - American Association of State Highway and Transportation Officials
KW  - Bridge design
KW  - Coding systems
KW  - Earthquake resistant design
KW  - Future
KW  - Highway bridges
KW  - Illinois
KW  - National Cooperative Highway Research Program
UR  - https://trid.trb.org/view/839616
ER  - 

TY  - CONF
AN  - 01080749
AU  - Suarez, Vinicio
AU  - Kowalsky, Mervyn J
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Implementation of Displacement Based Design for Highway Bridges
PY  - 2006
SP  - 11p
AB  - Six bridges classified as ordinary bridges in the Seismic Design Criteria (SDC) by Caltrans are designed according to that criteria and are also designed using the Direct Displacement Based Design (DDBD) method. The bridges include two types of substructures, symmetric and asymmetric configurations and plan curvature. The performance of each of the resulting structures is evaluated by performing nonlinear time history analysis. This work aims to (1) compare the effectiveness of DDBD and SDC in the design of a sample of six ordinary bridges and (2) investigate the items needed for improvement of current DBD practice emphasizing in the determination of displacement demand, displacement capacity and soil-structure interaction effects. Special attention is put on the determination of the displacement demand and an alternative procedure is proposed based on the Substitute Structure Method (SSM). Also, the existing target ductility limits are reviewed considering P-Delta effects for column bents on rigid foundations and drilled shafts bents.
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  - Asymmetry
KW  - Bents
KW  - California Department of Transportation
KW  - Criteria
KW  - Curvature
KW  - Displacement-based design
KW  - Ductility
KW  - Earthquake resistant design
KW  - Highway bridges
KW  - Implementation
KW  - Nonlinear time-history analyses
KW  - Structure
KW  - Substructures
KW  - Symmetry
UR  - https://trid.trb.org/view/839615
ER  - 

TY  - CONF
AN  - 01080748
AU  - Gillie, Joanna L
AU  - Rodriguez-Marek, Adrian
AU  - McDaniel, Cole C
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Selection of Forward-Directivity Motions for Non Linear Analyses of Bridges
PY  - 2006
SP  - 13p
AB  - Seismic design of structures located close to the causative fault of earthquakes must account for the special characteristics of ground motions in the near-fault region. These ground motions can be more severe than far-field ground motions, especially at sites experiencing forward-directivity effects. Forward-directivity (FD) may result when the rupture and slip direction relative to a site coincide and a significant portion of the fault ruptures towards the site. Most of the energy in FD motions is concentrated in a narrow frequency band and is expressed as one or more high intensity velocity pulses oriented in the fault-normal direction.  Observations from recent earthquakes have shown that the particularities of FD ground motions can lead to severe structural damage. Seismic design of bridges generally allows for inelastic deformation of structural elements under design level earthquake demands. When nonlinear time-history analyses are necessary, an appropriate suite of input time histories must be selected. Given that FD motions have special characteristics, it is recommended that the suite of motions used in analysis includes FD motions. In a typical project located close to a fault, an equal hazard spectra (EHS) is controlled by both near-fault earthquakes and far-field earthquakes, depending on the fundamental period of the bridge. It is customary to obtain design time histories by modifying recorded time histories through spectral matching to fit the EHS. However, spectral matching on FD motions could lead to the generation of unrealistic time histories. This work presents an  alternative method for the selection of time histories for design on sites where hazard is controlled both by near-fault and far-field earthquakes. The process involves a probabilistic approach for the far-field motions, and a deterministic approach for the selection of appropriate FD motions. The process is illustrated through the selection of design ground motion for a bridge close to the Seattle fault in Washington State.
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  - Design
KW  - Directivity pattern
KW  - Earthquake resistant design
KW  - Faults
KW  - Forward model
KW  - Hazards
KW  - Motion
KW  - Nonlinear systems
KW  - Pulses
KW  - Rupture
KW  - Seattle (Washington)
KW  - Seismicity
KW  - Slip
KW  - Velocity
UR  - https://trid.trb.org/view/839659
ER  - 

TY  - CONF
AN  - 01080746
AU  - Shamsabadi, Anoosh
AU  - Law, Hubert K
AU  - Martin, Geoffrey R
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Comparison of Direct Method Versus Substructure Method for Seismic Analyses of a Skewed Bridge
PY  - 2006
SP  - 12p
AB  - Numerical methods used for seismic soil-foundation-structure interaction of highway bridge structures can be classified into direct approach and substructure approach. In the direct approach, nonlinear soil and foundation behaviors are explicitly included in the global model to account for geotechnical and structural behavior of the pile foundation. The computational effort required for the direct analysis is very high and not economical in some cases. The substructural approach divides the system into two subsystems, a superstructure which includes the bridge columns, bridge deck and bridge abutments and a substructure which includes the pile foundation and the surrounding soil media. The substructure approach is more efficient. The objective of this paper is to compare the results of the direct approach vs. substructure approach. A three dimensional fully coupled superstructure-pile foundation nonlinear finite element model is developed to evaluate the seismic response of a two-span skew bridge for the direct model. Shell elements are used to represent bridge deck and beam elements are used to represent the bridge columns and pile foundation with the crack section properties. To simulate earthquake excitations, real earthquake acceleration records are used as input ground motions acceleration time histories. Static condensation is used to develop foundation stiffness matrix and kinematic motion for the substructure approach.
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  - Bridge substructures
KW  - Bridge superstructures
KW  - Direct models
KW  - Earthquake resistant design
KW  - Earthquakes
KW  - Economics
KW  - Finite element method
KW  - Foundations
KW  - Geotechnical engineering
KW  - Highway bridges
KW  - Interaction
KW  - Kinematics
KW  - Methodology
KW  - Nonlinearity
KW  - Piles (Supports)
KW  - Seismicity
KW  - Simulation
KW  - Skew bridges
KW  - Skewed structures
KW  - Soils
KW  - Stiffness
KW  - Structures
UR  - https://trid.trb.org/view/839702
ER  - 

TY  - CONF
AN  - 01080745
AU  - Kawamata, Yohsuke
AU  - Ashford, Scott A
AU  - Juirnarongrit, Teerawut
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Numerical Simulation of Soil-Foundation Interaction Subjected to Lateral Spreading
PY  - 2006
SP  - 11p
AB  - Two full-scale tests using controlled blasting took place in the Port of Tokachi on Hokkaido Island, Japan, to estimate single pile, four-pile group, and nine-pile group behaviors when subjected to lateral spreading during liquefaction. Due to these experiments, the moment profiles along the piles, free field ground displacements, pile cap rotations and relevant information are available. In these tests, the pile behavior subjected to lateral spreading was obviously dependent on the permanent ground deformation. Previous research by the authors showed that pushover analyses using an equivalent single pile model could provide reasonable results for the overall behavior of the pile group. However, due to the limitation of the one dimensional model, it could not be used to explain the behavior of individual piles in the group and how the piles in the group interact. Therefore, analyses using a two dimensional pile group model were conducted in order to gain a better understanding of the behaviors of individual piles in the group. Open System for Earthquake Engineering Simulation (OpenSees), developed by University of California, Berkeley, was used in this study. This paper presents the results of a numerical study of a two dimensional model using OpenSees, with comparison to experimental and numerical results of an equivalent single pile model.
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  - Controlled blasting
KW  - Deformation
KW  - Dislocation (Geology)
KW  - Estimation theory
KW  - Hokkaido (Japan)
KW  - Lateral spreading
KW  - Liquefaction
KW  - Mathematical models
KW  - Mechanics
KW  - Moments (Mechanics)
KW  - One dimensional flow
KW  - Open System for Earthquake Engineering Simulation (OpenSees)
KW  - Pile caps
KW  - Piles (Supports)
KW  - Rotation
KW  - Simulation
KW  - Soil structure interaction
KW  - Testing
KW  - Three dimensional
KW  - University of California, Berkeley
UR  - https://trid.trb.org/view/839770
ER  - 

TY  - CONF
AN  - 01080744
AU  - Ashour, Mohamed
AU  - Norris, Gary
AU  - Singh, J P
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Lateral Response of Isolated Piles in Liquefied Soil With Lateral Soil Spreading
PY  - 2006
SP  - 12p
AB  - This paper provides a new analysis procedure for assessing the lateral response of an isolated pile in saturated sands as liquefaction and lateral soil spread develop in response to dynamic loading such as that generated during earthquake shaking. The phenomenon of lateral soil spread and its impact on deep foundations is still under investigation via lab and field testing. The analysis of piles in liquefied soils with lateral soil spread carries a number of challenging issues such as the evaluation of the driving force exerted by crust layer(s), the mobilized strength of the liquefied soil, and the amount of lateral soil displacement developed during the phase of lateral spread. The analytical and empirical concepts employed in the Strain Wedge model technique allow the extension of this technique to handle the sophisticated phenomenon of the lateral soil spreading that could accompany or follow the occurrence of seismic events. As a result, the p-y curve of liquefied soil with lateral spreading can be assessed based on soil and pile properties and the characteristics of the seismic event. The amount of soil lateral spreading can also be calculated to provide a representative p-y curve (i.e. a realistic pile/shaft lateral response) without using modifying parameters or shape corrections.
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  - Analysis
KW  - Dynamics
KW  - Empirical methods
KW  - Evaluation and assessment
KW  - Force
KW  - Isolated bridges
KW  - Lateral spreading
KW  - Lateral spreading (Soil foundations)
KW  - Liquefaction
KW  - Liquefiable soils
KW  - Mechanical loads
KW  - P-Y curves
KW  - Piles (Supports)
KW  - Responses
KW  - Saturated sand
KW  - Strain wedge model
KW  - Strength of materials
UR  - https://trid.trb.org/view/839758
ER  - 

TY  - CONF
AN  - 01080743
AU  - Xu, Yan
AU  - Lee, George C
AU  - Fan, Li-chu
AU  - Hu, Shi-de
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - China-U.S. Comparative Study on Seismic Design Philosophy and Practice for a Long Span Arch Bridge
PY  - 2006
SP  - 12p
AB  - This paper presents the first of a series of case studies on the seismic design of long span bridges (cable-stayed bridges, suspension bridges and arch bridges) under a cooperative research project on seismic behavior and design of highway bridges between the State Key Laboratory for Disaster Reduction in Civil Engineering, Tongji University and the Multidisciplinary Center for Earthquake Engineering Research, University at Buffalo. The objective of this series of case studies is to examine the differences and similarities on the seismic design practice of long span bridges in China and the U.S., to identify research needs and to develop design guidelines beneficial to bridge engineers in both countries. Unlike short to medium span bridges, long span bridges are not included in most seismic design specifications, mainly because they are location dependent and structurally unique. In this paper, an available model of a steel tied half through arch bridge with a main span of 550 m in China is discussed. Analysis is focused on comparisons of the seismic responses due to different ground motions. Seismic design criteria and seismic performance requirements for long span bridges in both countries were first introduced and compared, and then three near field earthquake records with large vertical components were selected as the excitations to examine the seismic behavior and seismic vulnerability of the bridge. Results show that (1) the selected near field ground motions cause larger responses to key components (critical sections) of the bridge (such as arch rib ends) with a maximum increase of more than twice those caused by the site specific ground motions; (2) piers, longitudinal girders and arch crowns are more vulnerable to vertical motions, especially their axial forces; and (3) large vertical components of near field ground motions may not significantly affect the bridge’s internal forces provided that their peak acceleration spectra ordinates only appear at periods of less than 0.2s. However, they may have more influence on the longitudinal displacements of sliding bearings due to their large displacement spectra ordinates at the fundamental period of the bridge.
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  - Arch bridges
KW  - Bridge engineering
KW  - Cable stayed bridges
KW  - Case studies
KW  - China
KW  - Dislocation (Geology)
KW  - Earthquake resistant design
KW  - Guidelines
KW  - Long span bridges
KW  - Mechanics
KW  - Philosophy
KW  - Practice
KW  - Research
KW  - Responses
KW  - Seismicity
KW  - Suspension bridges
KW  - United States
UR  - https://trid.trb.org/view/840079
ER  - 

TY  - CONF
AN  - 01080742
AU  - Abrahams, Michael J
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Design of Floating Bridges
PY  - 2006
SP  - 8p
AB  - The analysis of floating bridges typically involves a combination of static and dynamic analysis. For buoyancy, live load and steady state wind and current loads, a static analysis is adequate. For more complex loadings due to wind and wave, which need to consider hydrodynamic effects, both frequency of time domain analysis have been used. However, in the case of a seismic analysis, it has been found that these analytic techniques in and of themselves may not be adequate. The issue being that a floating bridge is typically a very large floating mass, typically of concrete construction, that is articulated by a link to the adjacent land mass and can not respond to seismic motions. Thus the typical approach that one might apply to the seismic analysis of a fixed bridge may not be appropriate when evaluating a floating bridge. This paper will discuss the seismic design of two floating bridges. The Hood Canal Bridge is a 1.5-mile long concrete floating bridge that was designed and built in 1960 to extend Highway 104 across Hood Canal, a fjord-like arm of Puget Sound. A floating bridge design was selected because the canal is over 300 feet deep and has a tidal variation of over 16 feet, ruling out the use of a fixed bridge design. The floating bridge included a 600-foot-long draw span to allow passage of vessels through a navigation channel to Bangor Naval Base. In February 1979, a storm destroyed the West Half of the Hood Canal Bridge. The West Half was replaced in 1982 with a floating bridge designed according to storm design criteria more stringent than those used for the original bridge, and to seismic criteria that had not been considered in the original design. Currently, the East Half is being replaced, based on plans that were prepared at the same time as those for the West Half replacement and then recently updated. The approximately 1-mile-long Ford Island (Admiral Clarey) Bridge, is comprised of a 3,638-foot-long pile-supported fixed bridge element and a 1,035-foot-long movable element, and provides two 12-foot-wide traffic lanes, two 8-foot-wide shoulders/bikeways, and a 4-foot-wide sidewalk. A 930-foot-long retractable floating draw span provides a 650-foot-wide navigational channel for large ships. A 100-footwide small boat channel with a 30-foot vertical clearance is located east of the draw span. The bridge was opened to traffic on April 15, 1998. Both bridges were designed for seismic events.
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  - Dynamic analysis
KW  - Earthquake resistant design
KW  - Floating structures
KW  - Ford Island (Hawaii)
KW  - Hood Canal Bridge
KW  - Pontoon bridges
KW  - Puget Sound
KW  - Static structural analysis
KW  - Storms
UR  - https://trid.trb.org/view/839629
ER  - 

TY  - CONF
AN  - 01080741
AU  - Erduran, Emrah
AU  - Yilmaz, Zeynep
AU  - Kunnath, Sashi K
AU  - Abrahamson, Norman
AU  - Chai, Y H
AU  - Yashinsky, Mark
AU  - Sheng, Li-Hong
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Effects of Near-Fault Vertical Ground Motions on Seismic Response of Highway Bridges
PY  - 2006
SP  - 12p
AB  - Preliminary findings from an ongoing research study that systematically characterizes ground motion parameters and investigates the effects of near-fault vertical accelerations on the overall response of typical highway bridges will be presented. Nonlinear simulation models with varying configurations of an existing bridge in California are considered in the analytical study. A comprehensive set of ground motions with horizontal PGA in excess of 0.5 g and recorded within 15 km from the nearest fault were selected from the PEER NGA (Next Generation Attenuation) project. The selected ground motions are classified by source mechanism, fault distance, vertical to horizontal acceleration ratios, and other relevant ground motion measures. The simulation models were subjected to the selected ground motion set in two stages: at first, only horizontal components of the motion were applied; while in the second stage the structures were subjected to both horizontal and vertical components applied simultaneously. Important response measures were monitored to gain an insight into the effects of vertical acceleration on the inelastic response of typical ordinary standard bridges. The analytical simulations will provide a basis for investigating features of the ground motion that most significantly contribute to adverse effects from vertical accelerations. Findings from the study will contribute to the development of revised guidelines to address vertical ground motion effects, particularly in the near fault regions, in the seismic design of highway bridges.
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  - Acceleration
KW  - Attenuation
KW  - California
KW  - Distance
KW  - Earthquake resistant design
KW  - Faults
KW  - Guidelines
KW  - Highway bridges
KW  - Mathematical models
KW  - Next generation design
KW  - Nonlinearity
KW  - Parameters
KW  - Ratios
KW  - Responses
KW  - Seismicity
KW  - Simulation
UR  - https://trid.trb.org/view/839657
ER  - 

TY  - CONF
AN  - 01080604
AU  - Ramasubramanian, Laxmi
AU  - McNeil, Sue
AU  - Transportation Research Board
TI  - Visualizing Metra Design Intent Manual
PY  - 2006
SP  - 17p
AB  - Planners and decision-makers in large organizations require access to different types of data and information, typically collected for different purposes by several departments over a period of time. Some of this data is scale-dependent, while other pieces of data and information are scale-independent and therefore likely to be useful in different decision-making contexts. In the case of Metra, Chicago’s regional commuter rail system, decision-makers in different departments (planning, engineering, operations, and marketing) all require information about Metra stations, station yards, data about location and quality of infrastructure such as rail lines, land use patterns, and ridership profiles, though not all information is relevant to each department’s needs. Disseminating information that is meaningful to different users requires that careful attention be paid to data organization and display so that the user can assemble and analyze data most appropriate to their immediate decision-making needs. Researchers are working collaboratively with Metra to develop a prototype information dissemination application that is adaptable to the needs of different departments within the agency. The interactive interface includes text and icon-based navigation. A geographic, scalable base map with embedded links allows the user to navigate to visual, quantitative, or text data that appear on separate pop-up windows. The changing scale (geographic boundary) of the base map allows the user to visualize and access data that is appropriate to that scale. This Manual is meant to be used as a guide to adding content to the Visualizing Metra prototype. The manual will show each section of the prototype and explain its function, features and content rationale.
U1  - 5th International Visualization in Transportation Symposium and WorkshopTransportation Research BoardFederal Transit AdministrationFederal Highway AdministrationDenver,CO,United States StartDate:20061023 EndDate:20061026 Sponsors:Transportation Research Board, Federal Transit Administration, Federal Highway Administration
KW  - Chicago (Illinois)
KW  - Design
KW  - Information dissemination
KW  - Infrastructure
KW  - Interactive computer systems
KW  - Land use
KW  - Location
KW  - Manuals
KW  - Maps
KW  - Metra
KW  - Prototypes
KW  - Rail transit stations
KW  - Railroad commuter service
KW  - Railroad stations
KW  - Railroad yards
KW  - Railroads
KW  - Ridership
KW  - Transit operating agencies
KW  - Visualization
UR  - https://trid.trb.org/view/839940
ER  - 

TY  - CONF
AN  - 01080589
AU  - Dong, Yukun
AU  - McNeil, Sue
AU  - Mehta, Jignesh
AU  - Transportation Research Board
TI  - Paint-The-Region and Long-Range Regional Transportation/Land Use Planning: A Visualization Experience of Northeastern Illinois Planning Commission
PY  - 2006
SP  - 15p
AB  - Northeastern Illinois, with 272 municipalities, more than 1,200 units of government, and 8 million people, requires effective and extensive collaboration on its regional planning process. In 2001, Northeastern Illinois Planning Commission (NIPC) initiated Common Ground, as a Blue Print for Regional Action to address a new standard for public planning. In 2005, this comprehensive planning effort led to the 2040 Regional Framework Plan that provides a set of guidelines for an interactive public planning process aided by the application of state-of-art technology. This paper describes the procedure that was developed to support the visualization of alternative feature in the public participation process. Utilizing internet based customized GIS software, participants are able to “paint the region” on the screen presenting their own desired future in terms of the region’s transportation, land use and the environment. User-friendly multiple digital layers of the existing infrastructure are provided to the participants to enable them to make choices and understand the full complexity of the region’s systems. The painted features are further explained and supported by both general statistics on quantifiable decisions made by each workshop group through innovative keypad technology, and the comprehensive synthesizing process done back at the agency. The final synthesized regional transportation and land use map (in the form of centers, corridors and green areas) is referred to as the Common Ground scenario. Compared with the traditional forecast scenario generated by population forecast and transportation modeling, the Common Ground scenario fills the gap between the qualitative public inputs and rigid transportation planning models through interactive visualization technology, where the geo-database is used as a bridging tool.
U1  - 5th International Visualization in Transportation Symposium and WorkshopTransportation Research BoardFederal Transit AdministrationFederal Highway AdministrationDenver,CO,United States StartDate:20061023 EndDate:20061026 Sponsors:Transportation Research Board, Federal Transit Administration, Federal Highway Administration
KW  - Geographic information systems
KW  - Interactive computer systems
KW  - Internet
KW  - Land use planning
KW  - Long range planning
KW  - Maps
KW  - Northeastern Illinois
KW  - Public participation
KW  - Regional transportation
KW  - Software
KW  - Transportation planning
KW  - Visualization
UR  - https://trid.trb.org/view/839909
ER  - 

TY  - CONF
AN  - 01080585
AU  - Kelly, Michael J
AU  - Lassacher, Suzanne
AU  - Transportation Research Board
TI  - Simulation and Rapid Prototyping to Support the Deployment of
Advanced Crash Avoidance Systems
PY  - 2006
SP  - 8p
AB  - U.S. Highway 191 in southwestern Montana has been identified as the location of a number of accident clusters. The accident rate is not significantly greater than that for similar highways with similar traffic densities but the accidents that do happen tend to receive great visibility. Because of the roadway geometry and the lack of practical alternative routes, crashes and incidents in this area have a disproportionate impact on transportation in this heavily traveled corridor. A rapid prototyping approach is being used in the driving simulation laboratory at the Western Transportation Institute (WTI) to simulate approximately 22 miles of U.S. 191 between the Big Sky Resort community and the northern mouth of the Gallatin Canyon. The simulations are used to help the Montana Department of Transportation (MDT) develop and refine safety countermeasures for that roadway. Custom roadway tiles for the simulation were designed and programmed from MDT’s “as built” plans for the highway, topographic maps, and video taken from a vehicle driving the route. Projected safety-related system deployments such as dynamic message signs and revised delineation can be electronically simulated on a geo-typical roadway. MDT engineers can “drive the roadway” to examine the impacts of prototype deployments. A sample of drivers can drive the scenarios to test the effectiveness of deployments. If changes in the systems are suggested, the simulation can be easily altered to represent the new specifications and the refinements. The primary benefit of the visualization and rapid prototyping approach using interactive, immersive simulators is that it provides an opportunity for formative evaluation, allowing engineers to refine the design at an early stage in the system development process before significant resources are invested in the deployment. The proposed system hardware and operations are all produced by computer graphics for a very small fraction of the cost of the actual deployment. Changes at this point may involve only a “click and drag” operation on a computer interface, changing one image for another, switching JPEG images of signs, or selecting alternative commands. By evaluating and refining the deployment early in the process, considerable time and money can be saved if changes need to be made to achieve the desired traffic objectives.
U1  - 5th International Visualization in Transportation Symposium and WorkshopTransportation Research BoardFederal Transit AdministrationFederal Highway AdministrationDenver,CO,United States StartDate:20061023 EndDate:20061026 Sponsors:Transportation Research Board, Federal Transit Administration, Federal Highway Administration
KW  - Computer graphics
KW  - Countermeasures
KW  - Crash avoidance systems
KW  - Driving simulators
KW  - Formative evaluation
KW  - High risk locations
KW  - Highway safety
KW  - Montana
KW  - Rapid prototyping
KW  - Traffic crashes
KW  - Traffic incidents
KW  - Visualization
UR  - https://trid.trb.org/view/839938
ER  - 

TY  - CONF
AN  - 01080571
AU  - Rohter, Laurence
AU  - State, Ray
AU  - Kimkeran, Stirling
AU  - Transportation Research Board
TI  - Minding the Gap: Using Ground Based Rotating Lidar for 3D Viewing and Measuring
PY  - 2006
SP  - 4p
AB  - A geospatial technology firm from the United Kingdom has developed and tested a custom suite of hardware and software for measuring a railway's loading gauge. Called "OmniGauge™", the system is designed to achieve high speed surveys of railways and other networks with complicated infrastructure. OmniGauge™ is a laser gauging implementation that provides a complete solution for scanning tunnels, platforms, trackside objects and roadbed. The profile of a tunnel, for example, can be scanned with the vehicle running at 60mph, whilst keeping data loss to a minimum to enable a 3- dimensional reconstruction of the tunnel's interior.
U1  - 5th International Visualization in Transportation Symposium and WorkshopTransportation Research BoardFederal Transit AdministrationFederal Highway AdministrationDenver,CO,United States StartDate:20061023 EndDate:20061026 Sponsors:Transportation Research Board, Federal Transit Administration, Federal Highway Administration
KW  - Computers
KW  - Gage (Rails)
KW  - Geospatial technology
KW  - Laser radar
KW  - Laser scanning
KW  - Measurement
KW  - Railroad platforms
KW  - Railroad tunnels
KW  - Railroads
KW  - Software
KW  - Surveying
KW  - United Kingdom
UR  - https://trid.trb.org/view/839907
ER  - 

TY  - CONF
AN  - 01080563
AU  - McNeil, Sue
AU  - Ramasubramanian, Laxmi
AU  - Scheu, Rachel
AU  - Thomas, Amit
AU  - Transportation Research Board
TI  - Visualizing Metra: An Interactive Visualization Tool
PY  - 2006
SP  - 9p
AB  - An interactive visualization tool, Visualizing Metra, was developed for Metra, Chicago’s regional commuter rail system, to support decision-makers in different departments requiring information about Metra’s stations, lines, ridership, land use, surrounding stations and connections to other transportation facilities. The application was developed as an intranet application in Macromedia Dreamweaver with a scalable base map with embedded links. The application allows the user to navigate visual, quantitative and text data. The strength of the application lies in its design. The design developed a template for each level in a spatial hierarchy providing a consistent approach to accessing information based on scale. Each level provides access to many different functions with common headers for navigation. The main frame has a GIS map of the station and surrounding suburbs. A zoom tools allows the user to see more or less detail. The secondary frames include track video and a slide show of the station area. The track video is accessible by clicking on the secondary window or on the video icon in the main window. Functions available at other levels include: 1. System level - ability to navigate directly to a line or station; 2. Line level - zoom tool and ability to navigate directly to a station via a list or the map; 3. Station and nearby blocks level - aerial photographs, socioeconomic data for the community; 4. Station level - access to detailed Autocad representation of station information, and navigable station panoramas; 5. Station building level - parking information. The prototype was developed in collaboration with Metra staff to address their needs for access to and display of information. The presentation describes the system from the point of view of the various users.
U1  - 5th International Visualization in Transportation Symposium and WorkshopTransportation Research BoardFederal Transit AdministrationFederal Highway AdministrationDenver,CO,United States StartDate:20061023 EndDate:20061026 Sponsors:Transportation Research Board, Federal Transit Administration, Federal Highway Administration
KW  - Chicago (Illinois)
KW  - Computer programs
KW  - Decision making
KW  - Geographic information systems
KW  - Interactive computer systems
KW  - Maps
KW  - Metra
KW  - Parking
KW  - Rail transit stations
KW  - Railroad commuter service
KW  - Railroad stations
KW  - Ridership
KW  - Transit operating agencies
KW  - Visualization
UR  - https://trid.trb.org/view/839904
ER  - 

TY  - CONF
AN  - 01080560
AU  - Transportation Research Board
TI  - 5th International Visualization in Transportation Symposium and Workshop, October 23-26, 2006, Denver, Colorado
PY  - 2006
SP  - v.p.
AB  - The 5th International Visualization in Transportation Symposium and Workshop was held October 23-26, 2006 in Denver, Colorado.  The goal of the conference was to develop an awareness of visualization in the context of  transportation needs, and promote ideas for action that evolves the  ability to address those needs. To achieve this goal, the Symposium embraced four primary objectives: (1) Continue to promote the education and awareness of the benefits (realized and potential) of visualization technologies and practice as applied to the transportation industry; (2) For the first time, provide a program that brings together the diversity of expertise needed to deliver effective transportation programs in the context of visualization technologies and practice; (3) Provide a balance of traditional presentations and audience-engaging panel sessions on research, demonstration & practice; (4) Gather and document the knowledge exchanged and ideas generated in order to drive innovation in practice, targeted research, and technology development to evolve the use of visualization in transportation.
U1  - 5th International Visualization in Transportation Symposium and WorkshopTransportation Research BoardFederal Transit AdministrationFederal Highway AdministrationDenver,CO,United States StartDate:20061023 EndDate:20061026 Sponsors:Transportation Research Board, Federal Transit Administration, Federal Highway Administration
KW  - Awareness
KW  - Benefits
KW  - Conferences
KW  - Education
KW  - Innovation
KW  - Knowledge
KW  - Needs assessment
KW  - Research
KW  - Technology
KW  - Visualization
UR  - https://trid.trb.org/view/839903
ER  - 

TY  - CONF
AN  - 01080555
AU  - Hughes, Ronald G
AU  - Schroeder, Bastian
AU  - Fischer, Thomas
AU  - Transportation Research Board
TI  - 3D Visualization and Micro-Simulation Applied to the Identification and Evaluation of Geometric and Operational ‘Solutions’ for Improving Visually Impaired Pedestrian Access to Roundabouts and Channelized Turn Lanes
PY  - 2006
SP  - 10p
AB  - The Institute for Transportation Research and Education (ITRE) at North Carolina State University is responsible for an NCHRP funded effort to identify and evaluate roundabout and channelized turn lane treatments intended to improve facility access for visually impaired pedestrians. As part of this effort, ITRE is utilizing VISSIM micro-simulation/modeling capabilities to investigate the (estimated) effectiveness of proposed treatments in advance of their full scale field evaluation. While VISSIM provides effective animation capabilities for use by engineers for preliminary design, its primary focus is on the representation of traffic operations. While the program has a very useful AVI graphic output, it does not have the capability to generate the type of photo-realistic 3D models shown to be useful in public involvement settings. ITRE, working in conjunction with the NY State DOT has generated additional 3D visual environments showing the range of treatments and treatment combinations currently proposed. The principle audience for this work were the NCHRP “panel’ members whose responsibility it was to provide the go-ahead to the Phase II treatment implementation and evaluation phase. The paper provides an overview of how 3D visual simulation and micro-simulation/modeling were used in an integrated fashion to address geometric design and operational facility performance issues. The work is responsive to research needs identified by the TRB Visualization Technical Committee that call for more effective techniques for integrating real time and non real time simulation methods and for increased recognition of modeling requirements underlying the visual simulation of transportation system ‘operations.’ The methodology being employed in NCHRP 3-78 is an outgrowth of the use of VISSIM by an NIH funded bioengineering research partnership effort that was headed by Western Michigan University and supported by NC State University, Vanderbilt University, Johns-Hopkins, and Accessible Design for the Blind. This is the first time, to the authors' knowledge that photo-realistic visualization methods and computer simulation/modeling have been applied to this problem area.
U1  - 5th International Visualization in Transportation Symposium and WorkshopTransportation Research BoardFederal Transit AdministrationFederal Highway AdministrationDenver,CO,United States StartDate:20061023 EndDate:20061026 Sponsors:Transportation Research Board, Federal Transit Administration, Federal Highway Administration
KW  - Access
KW  - Channelized intersections
KW  - Computer models
KW  - Geometric design
KW  - Highway design
KW  - Highway operations
KW  - Left turn lanes
KW  - Microsimulation
KW  - Right turn lanes
KW  - Roundabouts
KW  - Three dimensional
KW  - VISSIM (Computer model)
KW  - Visualization
KW  - Visually impaired persons
UR  - https://trid.trb.org/view/839905
ER  - 

TY  - CONF
AN  - 01080550
AU  - Kuhn, W
AU  - Jha, M K
AU  - Transportation Research Board
TI  - Using Visualization for the Design Process of Rural Roads
PY  - 2006
SP  - 10p
AB  - The three-dimensional image of a road, which gives drivers all the important information for driving, is only obtained when three design levels are superimposed. If design engineers do not follow current standards during this complex process, shortcomings may occur and effect road safety. That’s why during the classical road design process he must check the three-dimensional alignment with the aid of perspective images. In order to be able to avoid shortcomings it is necessary to develop a new methodology of road design by using special three-dimensional design elements. The three-dimensional design can consist of fixed dialogue and coupling elements. The three-dimensional course of the route is visually represented using a real time simulation and the three-dimensional image can be checked by stereoscopic techniques.
U1  - 5th International Visualization in Transportation Symposium and WorkshopTransportation Research BoardFederal Transit AdministrationFederal Highway AdministrationDenver,CO,United States StartDate:20061023 EndDate:20061026 Sponsors:Transportation Research Board, Federal Transit Administration, Federal Highway Administration
KW  - Highway design
KW  - Real time information
KW  - Rural highways
KW  - Simulation
KW  - Stereoscopic models
KW  - Three dimensional imaging
KW  - Visualization
UR  - https://trid.trb.org/view/839910
ER  - 

TY  - CONF
AN  - 01080549
AU  - McCall, Cyrus
AU  - Transportation Research Board
TI  - Visualization Data Standards for Planning and Design
PY  - 2006
SP  - 11p
AB  - The goal of transportation planning and design is to develop solutions that improve communities in terms of mobility, safety, or even to provide an environment suitable for a pleasant afternoon of shopping and dining on Main Street. Because of the many purposes and needs that a road can provide, public stakeholders are often in conflict with each other about a project. These conflicts can be over anything from the overall purpose of the project to impacts to a specific old growth tree or stonewall. They can be expensive, with time and money invested in solutions that do not move forward. Visualization techniques that place the proposed design in existing site photography have become critical to support consensus building throughout planning and design. When a before and after photo is presented, a common question is “How accurate is this proposed visualization?” This really depends on the stage in project development and available data. For the purposes of this discussion, consider visualization data standard as the characteristics of the complete set of information that goes into making the final product.
U1  - 5th International Visualization in Transportation Symposium and WorkshopTransportation Research BoardFederal Transit AdministrationFederal Highway AdministrationDenver,CO,United States StartDate:20061023 EndDate:20061026 Sponsors:Transportation Research Board, Federal Transit Administration, Federal Highway Administration
KW  - Accuracy
KW  - Consensus
KW  - Design standards
KW  - Highway design
KW  - Highway planning
KW  - Photography
KW  - Visualization
UR  - https://trid.trb.org/view/839935
ER  - 

TY  - CONF
AN  - 01080544
AU  - Lu, Chang-Tien
AU  - Boedihardjo, Arnold P
AU  - Zheng, Jinping
AU  - Transportation Research Board
TI  - Towards an Advanced Spatio-Temporal Visualization System for the
Metropolitan Washington D.C.
PY  - 2006
SP  - 6p
AB  - This paper delves on a suite of visualization approaches for exploring real-time and historical loop-detector data in the Washington Metropolitan D.C. region. To that endeavor, the authors have developed an effective web-based visualization system, the Advanced Interactive Traffic Visualization System (AITVS). The AITVS provides capabilities to browse the spatiotemporal dimensions hierarchy via roll-up and drill-down operations. It supports data visualization in a standard web-based environment where users can conveniently access the system via the Internet, thus facilitating the utilization of transportation information.
U1  - 5th International Visualization in Transportation Symposium and WorkshopTransportation Research BoardFederal Transit AdministrationFederal Highway AdministrationDenver,CO,United States StartDate:20061023 EndDate:20061026 Sponsors:Transportation Research Board, Federal Transit Administration, Federal Highway Administration
KW  - Highway traffic
KW  - Interactive computer systems
KW  - Internet
KW  - Loop detectors
KW  - Traffic data
KW  - Visualization
KW  - Washington (District of Columbia)
KW  - Washington Metropolitan Area
KW  - Web-based systems
UR  - https://trid.trb.org/view/839906
ER  - 

TY  - CONF
AN  - 01080541
AU  - Ramasubramanian, Laxmi
AU  - McNeil, Sue
AU  - Transportation Research Board
TI  - Visualizing Metra Technical Manual
PY  - 2006
SP  - 21p
AB  - This Technical Manual exists as the ‘how-to’ for extending the Visualizing Metra prototype to other stations and for making changes. Planners and decision-makers in large organizations require access to different types of  data and information, typically collected for different purposes by several departments over a period of time. Some of this data is scale-dependent, while other pieces of data and information are scale-independent and therefore likely to be useful in different decision-making contexts. In the case of Metra, Chicago’s regional commuter rail system, decision-makers in different departments (planning, engineering, operations, and marketing) all require information about Metra stations, station yards, data about location and quality of infrastructure such as rail lines, land use patterns, and ridership profiles, though not all information is relevant to each department’s needs. Disseminating information that is meaningful to different users requires that careful attention be paid to data organization and display so that the user can assemble and analyze data most appropriate to their immediate decision-making needs. Researchers worked collaboratively with Metra to develop a prototype information dissemination application that is adaptable to the needs of different departments within the agency. The interactive interface includes text and icon-based navigation. A geographic, scalable base map with embedded links allows the user to navigate to visual, quantitative, or text data that appear on separate pop-up windows. The changing scale (geographic boundary) of the base map allows the user to visualize and access data that is appropriate to that scale.
U1  - 5th International Visualization in Transportation Symposium and WorkshopTransportation Research BoardFederal Transit AdministrationFederal Highway AdministrationDenver,CO,United States StartDate:20061023 EndDate:20061026 Sponsors:Transportation Research Board, Federal Transit Administration, Federal Highway Administration
KW  - Chicago (Illinois)
KW  - Information dissemination
KW  - Infrastructure
KW  - Interactive computer systems
KW  - Land use
KW  - Location
KW  - Manuals
KW  - Maps
KW  - Metra
KW  - Prototypes
KW  - Rail transit stations
KW  - Railroad commuter service
KW  - Railroad stations
KW  - Railroad yards
KW  - Railroads
KW  - Ridership
KW  - Technical reports
KW  - Transit operating agencies
KW  - Visualization
UR  - https://trid.trb.org/view/839941
ER  - 

TY  - CONF
AN  - 01080412
AU  - Khaleghi, Bijan
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Design and Analysis of Precast Concrete Bridges in Areas of High or Moderate Seismicity
PY  - 2006
SP  - 13p
AB  - The seismic design and detailing of bridges made of precast prefabricated members has always been a challenge among bridge engineers and bridge builders. In recent years, there has been an increasing public demand for accelerated bridge construction using precast members or other innovative techniques. However bridge engineers are concerned with the durability and performance of bridges made of precast members in areas of high or moderate seismicity. This paper examines the applicability of the AASHTO LRFD Specifications and other design specifications in areas of high or moderate seismicity. It discusses the different seismic design methodologies and their application to precast bridges.
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  - Analysis
KW  - Bridge construction
KW  - Design
KW  - Engineering
KW  - Methodology
KW  - Precast concrete
KW  - Prefabricated bridges
KW  - Seismicity
KW  - Specifications
UR  - https://trid.trb.org/view/839510
ER  - 

TY  - CONF
AN  - 01080411
AU  - Stewart, Jonathan P
AU  - Kwok, On-Lei Annie
AU  - Hashash, Youssef M A
AU  - Matasovic, Neven
AU  - Pyke, Robert
AU  - Wang, Zhiliang
AU  - Yang, Zhaohui
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Overcoming Hurdles That Limit the Application of Nonlinear Seismic Ground Response Analysis in Engineering Practice
PY  - 2006
SP  - 11p
AB  - One-dimensional seismic ground response analyses are often performed using equivalent-linear procedures, which require few, generally well-known parameters (shear wave velocity, modulus reduction and damping versus shear strain, and soil density). Nonlinear analyses provide a more robust characterization of the true nonlinear soil behavior, but their implementation in practice has been limited, which is principally a result of poorly documented and unclear parameter selection and code usage protocols. Moreover, the benefits and potentials of nonlinear analysis relative to equivalent linear are not well defined. In this paper, we present preliminary results of a “benchmarking study” of nonlinear ground response analysis procedures. Key issues that are discussed include: (1) the use of a simple curve-fitting parameter to describe the shape of the backbone curve, avoiding the need to determine dynamic shear strength (which is often unavailable); (2) strategies for managing excessive large-strain material damping that occurs when Masing’s rule is applied to the backbone curve to evaluate hysteretic damping; (3) specification of input motion as “outcropping” (i.e., equivalent free-surface motions) versus “within” (i.e., motion recorded at depth in a vertical array); and (4) specification of viscous damping, specifically the target value of the viscous damping ratio and the frequencies for which the viscous damping produced by the model matches the target.
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  - Analysis
KW  - Applications
KW  - Coding systems
KW  - Curves (Geometry)
KW  - Damping (Physics)
KW  - Engineering
KW  - Mathematical models
KW  - Motion
KW  - Nonlinearity
KW  - Parameters
KW  - Responses
KW  - Seismicity
KW  - Specifications
KW  - Viscous damping
UR  - https://trid.trb.org/view/839584
ER  - 

TY  - CONF
AN  - 01080409
AU  - Bruneau, Michel
AU  - Fujikura, Shuichi
AU  - Lopez-Garcia, Diego
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Multihazard-Resistant Highway Bridge Pier
PY  - 2006
SP  - 4p
AB  - There are some similarities between seismic and blast effects on bridge structures: both major earthquakes and terrorist attacks/accidental explosions are rare events that can induce large inelastic deformations in the key structural components of bridges. Since many bridges are (or will be) located in areas of moderate or high seismic activity, and because many bridges are potential terrorist targets, there is a need to develop structural systems capable of performing equally well under both events. This paper presents the findings of research to establish a multi-hazard bridge pier concept capable of providing an adequate level of protection against collapse under both seismic and blast loading, and whose members’ dimensions are not very different from those currently found in typical highway bridges. A series of experiments on 1/4 scale multi-hazard bridge piers was performed. Piers were concrete-filled steel tube columns (CFST columns) with different diameters (D = 4”, 5” and 6”), connected to a steel beams embedded in the cap-beam and a foundation beam. Fiber reinforced concrete was used for the cap-beam and the foundation beam to control cracking, which was deemed desirable against spalling of the concrete. The CFST column exhibited a ductile behavior under blast load, and no significant damage was suffered by the fiber reinforced concrete cap-beam as a result of the blast pressures.
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  - Beams
KW  - Blast resistant
KW  - Bridge piers
KW  - Bridge structures
KW  - Collapse
KW  - Damages
KW  - Deformation
KW  - Earthquakes
KW  - Explosions
KW  - Fiber reinforced materials
KW  - Highway bridges
KW  - Inelasticity
KW  - Multihazard
KW  - Protection
KW  - Resistance factors
KW  - Seismicity
KW  - Size
KW  - Terrorism
UR  - https://trid.trb.org/view/839590
ER  - 

TY  - CONF
AN  - 01080402
AU  - Zafir, Zia
AU  - Klein, Stephen
AU  - DeMarco, Matthew
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Global and Structural Stability Assessments of Fort Mason Tunnel for Seismic Rehabilitation
PY  - 2006
SP  - 13p
AB  - The Fort Mason tunnel runs east-west beneath historic Fort Mason, which is located on the bay just west of Fisherman’s Wharf in San Francisco, CA. Spanning the Fort Mason grounds, the tunnel is approximately 1,500 feet long. The tunnel, built in 1914, runs less than 60 feet beneath a number of buildings within the Fort Mason complex, several of which are historic structures. The project included assessment of the entire tunnel structure, both portals and portal approaches. Primary concerns for the tunnel are potential of liquefaction and/or lateral spreading during a major seismic event, significant crack in the crown within the cut and cover section, and water inflow. The authors' research showed that during the 1989 Loma Prieta earthquake, no liquefaction damage was observed at Fort Mason while significant liquefaction damage occurred in the Marina District, immediately west of Fort Mason. Additionally, during the 1906 earthquake, refugee camps were located on the lawn west of the tunnel, suggesting this area was considered relatively safe. The authors' scope also included developing the seismic design criteria for this project based on the probabilistic and deterministic seismic hazard analyses. The results of our investigation and analyses also show that liquefaction and lateral spreading are not concerns for this tunnel. However, settlement of uncompacted fills below and around the tunnel can have impact on the tunnel stability. The structural analyses indicate that portal retaining walls are adequate for static loading but FOS for overturning under seismic loading is less than 1. Tension in existing tunnel lining due to static compression and bending exceeds the allowable stress levels. This paper will present an assessment of the existing tunnel conditions, the results of the authors' investigation and analyses, and the authors' recommendations.
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  - Cracking
KW  - Earthquakes
KW  - Fort Mason Tunnel (California)
KW  - Global stability
KW  - Hazards
KW  - Historic sites
KW  - Lateral spreading
KW  - Liquefaction
KW  - Portals
KW  - Retaining walls
KW  - San Francisco (California)
KW  - Seismic rehabilitation
KW  - Seismicity
KW  - Stability analysis
KW  - Structural stability
KW  - Tension
KW  - Tunnel lining
KW  - Water intakes
UR  - https://trid.trb.org/view/839589
ER  - 

TY  - CONF
AN  - 01080400
AU  - Krajnik, Clint M
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - The Seismic Analysis and Design of a Steel Plate Girder Bridge With an Emphasis on Practical Considerations
PY  - 2006
SP  - 12p
AB  - The Steven Memorial Bridge crosses the South Fork of the Smith River in the Six Rivers National Forest in northern California. The 364-ft long and 31-ft wide straight structure consists of three spans (92-ft, 180-ft, 92-ft). It has four continuous, composite, constant depth steel plate I-girders. Semi-integral abutments and single round column hammerhead piers (40-ft & 46-ft tall) provide support for the girders. The bridge is in seismic Zone 4 and the design complies to the AASHTO LRFD Specification 3rd Edition with 2005 interims. The determination of the transverse moment of inertia of the superstructure requires assumptions regarding deck cracking and the level of steel girder participation. The upper and lower bound for this inertia property result in a significant variance in the transverse shear distribution between supports. It is noted that the transfer of seismic forces from superstructure to substructure is similar to wind transfer, with some distinct differences worth mentioning. The abutment foundation is isolated from longitudinal and transverse earthquake forces by integrally connecting endwalls and counterforted wingwalls to the superstructure. They resist longitudinal and transverse loads by engaging passive soil pressure. There are seismic advantages, behavior and design considerations associated with this semi-integral abutment configuration. This includes the affects of passive pressure inducing longitudinal axial compression and negative moment into the steel plate girder superstructure. The bridge has single cantilevered pier columns with monoshaft pier foundations using short sockets into very strong rock. Pier 1 has only a short rock socket for its foundation since it is founded on solid bedrock. Bedrock is located 11ft below the surface at Pier 2. It uses a drilled shaft through sandy soil and then a short rock socket. There are seismic behaviors and design considerations unique to this support condition. Cracked (effective) column and shaft moment of inertia are used for the seismic analysis. A comparative analysis is made using gross column and shaft moment of inertia. The results show significant changes in both magnitude and distribution of seismic forces.
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  - Abutments
KW  - Analysis
KW  - Axial compression
KW  - Bedrock
KW  - Bridge decks
KW  - Bridge spans
KW  - California
KW  - Columns
KW  - Cracking
KW  - Distributions (Statistics)
KW  - Earthquake resistant design
KW  - Girder bridges
KW  - Hammerhead piers
KW  - I-girders
KW  - Magnitude
KW  - Moments of inertia
KW  - Sandy soils
KW  - Seismicity
KW  - Shear distribution
KW  - Steel plates
KW  - Stevens Bridge (Del Norte County, California)
KW  - Substructures
KW  - Superstructures
KW  - Transverse
KW  - Variances
UR  - https://trid.trb.org/view/839536
ER  - 

TY  - CONF
AN  - 01080395
AU  - Hite, Monique C
AU  - DesRoches, Reginald
AU  - Leon, Roberto
AU  - Liles Jr, Paul
AU  - Kim, Y Stanley
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Characteristics of Bridge Steel Pedestals
PY  - 2006
SP  - 11p
AB  - Some bridges in Georgia have been rehabilitated using steel pedestals as a unique and cost-effective means for elevating bridges to increase the clearance height. Steel pedestals are W-shape members ranging in height from 19" to 33½" that act like stub columns connected between the bridge girders and bent caps. Steel pedestals perform a similar function as steel bearings, where loads are transferred from the bridge deck to the substructure. Previous studies have shown that typical steel bearings have been vulnerable components in past earthquakes due to their potential instability and lack of deformation capacity. To evaluate the behavior of steel pedestals under lateral loads expected from low-to-moderate earthquake loads, a detailed experimental investigation is conducted. The experimental test setup consists of a 40' span bridge system with steel pedestals subjected to cyclic quasi-static loads. Short (19") pedestals are tested along their strong and weak axes. The results from experimental tests are used to characterize the behavior of the short (19") steel pedestals. In particular, moment-rotation curves are presented and will be used to define the connection behavior of the steel pedestals in a bridge model. The bridge model will evaluate the seismic performance based on a suite of ground motions representative of the seismic hazard in Georgia. Recommendations are made on the connection details for ensuring adequate seismic behavior. The results of the study are useful for other states in low-to-moderate seismic zones considering the use of steel pedestals to increase the clearance of bridges.
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  - Bridge bearings
KW  - Bridge decks
KW  - Bridge substructures
KW  - Bridges
KW  - Characteristics
KW  - Clearances (Bridges)
KW  - Connections
KW  - Earthquakes
KW  - Elevation
KW  - Georgia
KW  - Loads
KW  - Mathematical models
KW  - Pedestals
KW  - Rehabilitation (Maintenance)
KW  - Seismicity
KW  - Steel
KW  - Torque
UR  - https://trid.trb.org/view/839437
ER  - 

TY  - CONF
AN  - 01080394
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Fifth National Seismic Conference on Bridges and Highways: Innovation in Earthquake Engineering for Highway Structures
PY  - 2006
AB  - The National Seismic Conferences provide dedicated forums for bridge and highway seismic issues. Informational exchange on current national and international bridge and highway seismic-resistant design and retrofit research and practices in all seismic zones is facilitated by the conference series. The twelve topical areas in which the latest bridge and highway earthquake engineering research and practical information fall are: instrumentation and monitoring systems, use of innovative technologies and materials, foundations and geotechnical considerations, performance criteria and economic considerations, seismic risk assessment of highway networks, soil-structure interaction and foundations, emerging seismic design and retrofit technologies, design and analysis of major bridges, lessons learned from recent earthquakes, international technologies and practices, effects of near-field earthquakes on bridges, and liquefaction and mitigation strategies.
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  - Analysis
KW  - Bridges
KW  - Conferences
KW  - Design
KW  - Domestic
KW  - Earthquake engineering
KW  - Earthquake resistant design
KW  - Economics
KW  - Foundations
KW  - Geotechnical engineering
KW  - Highway structures
KW  - Highways
KW  - Instrumentation
KW  - International
KW  - Liquefaction
KW  - Mitigation
KW  - Monitoring
KW  - Networks
KW  - Performance criteria
KW  - Research
KW  - Retrofitting
KW  - Risk assessment
KW  - Seismicity
KW  - Soil structure interaction
KW  - Technological innovations
UR  - http://mceer.buffalo.edu/meetings/5nsc
UR  - https://trid.trb.org/view/839436
ER  - 

TY  - CONF
AN  - 01080393
AU  - Morcos, Sherif S
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Retrofit of a Historic Three-Hinge Arch Bridge
PY  - 2006
SP  - 9p
AB  - North Main Street Bridge over the Los Angeles River located within the City of Los Angeles, California, was built in 1910 and was identified as the first three-hinge concrete arch rib bridge constructed in the southwestern United States. The bridge is located within 4 kilometers from the Elysian Park Blind/Thrust fault with an estimated Maximum Credible Earthquake (MCE) magnitude of 7.0 and peak bedrock acceleration of 0.55g. Multi-modal seismic analysis was performed. The analysis results indicated that the bridge is unstable under seismic loads and the arch ribs and spandrel columns do not have adequate capacities to carry the seismic force demands induced by the MCE event. A retrofit strategy which prevents the bridge from collapsing under the MCE event was developed. The retrofit strategy has minimum adverse effects on the historic character defining features of the bridge.
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  - Analysis
KW  - Arch bridges
KW  - Collapse
KW  - Earthquakes
KW  - Hinges
KW  - Historic bridges
KW  - Loads
KW  - Los Angeles (California)
KW  - Retrofitting
KW  - Seismicity
KW  - Spandrel arches
KW  - Stability (Mechanics)
UR  - https://trid.trb.org/view/839513
ER  - 

TY  - CONF
AN  - 01080392
AU  - Bozorgzadeh, A
AU  - Ashford, Scott A
AU  - Restrepo, Jose I
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Effect of Backfill Soil Type on Stiffness and Ultimate Capacity of Bridge Abutments: Large-Scale Tests
PY  - 2006
SP  - 11p
AB  - Bridge abutments play an important role in the magnitude of earthquake-induced forces transmitted into the bridge structure. Many factors such as nonlinear soil behavior, soil properties, and abutment dimensions must be considered for realistic characterization of abutment-backfill interaction. However, for simplicity, in many existing models for abutment capacity and stiffness, the effects of soil properties are not considered. The main goals of this research program are to determine the abutment capacity and stiffness from field tests, using different soil types and to develop a simplified soil dependent model to predict abutment behavior. In the first phase of the experiment, an abutment wall (without a foundation) was built at 50% scale of a prototype abutment, to study the longitudinal stiffness and strength of a backwall. Two different soil types were used to characterize the range of soil properties to be expected behind bridge abutments. A proposed second phase of this research program will investigate the system effect on the stiffness and strength of an abutment and evaluate the accuracy of a proposed model of the soil springs.
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  - Accuracy
KW  - Bridge abutments
KW  - Bridges
KW  - Capacity
KW  - Earthquakes
KW  - Field tests
KW  - Forecasting
KW  - Magnitude
KW  - Mathematical models
KW  - Mechanics
KW  - Nonlinearity
KW  - Size
KW  - Soil springs
KW  - Soil types
KW  - Soils by properties
KW  - Stiffness
KW  - Strength of materials
KW  - Testing
KW  - Trench backfill
UR  - https://trid.trb.org/view/839546
ER  - 

TY  - CONF
AN  - 01080387
AU  - Kiesse, Marcia E
AU  - Lee, Thomas S
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Retrofit of the Posey Tube: A Discussion of Soilcrete and the Construction of Large Diameter Triple Fluid Jet Grout Columns Over the Oakland Estuary in California
PY  - 2006
SP  - 12p
AB  - Oakland and the island city of Alameda are linked by two historically significant traffic corridors that traverse beneath the Oakland Estuary: the Posey Tube and the Webster Street Tube. Designed by Alameda County Engineer George Posey and completed in 1928, the 3,200 foot long Posey Tube was the first precast concrete underwater tube structure of its kind. To increase traffic capacity, in 1965 the Webster Street Tube was constructed parallel to the Posey Tube. Each tube consists of twelve 200 foot long precast concrete tube segments and an 800 foot long cast-in-place concrete tube section. Following the Loma Prieta  earthquake, Caltrans issued a construction contract for an innovative seismic retrofit design by Parsons, Brinckerhoff, Quade & Douglas, Inc. in San Francisco. The design included jet grout columns along each side of Posey Tube that would serve as a pair of cut-off walls to confine the loose sand bedding below the tube, thereby mitigating the uplift (flotation) potential during a major earthquake. Many of the jet grout columns were built under water as much as 40 feet deep. This paper describes construction of the overlapping six-foot diameter soilcrete  columns using a triple fluid jet grout system and the unique challenges that were encountered, especially when working over water. In addition, results of compressive strength tests performed on laboratory-mixed soilcrete are presented as part of a discussion on factors that may affect soilcrete formation and its ultimate strength. Lastly, some suggestions are offered for quality control programs for similar triple fluid jet grouting operations, based on the experience gained from this unique seismic retrofit 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  - Bedding
KW  - Construction
KW  - Design
KW  - Diameter
KW  - Earthquakes
KW  - George A. Posey Tube
KW  - Highway capacity
KW  - Highway corridors
KW  - History
KW  - Jet grout columns
KW  - Oakland (California)
KW  - Oakland Estuary
KW  - Precast concrete
KW  - Quality control
KW  - Retrofitting
KW  - Sand
KW  - Seismicity
KW  - Soilcrete
KW  - Tubing
KW  - Underwater tunnels
KW  - Uplift pressure
UR  - https://trid.trb.org/view/839517
ER  - 

TY  - CONF
AN  - 01080385
AU  - Ahlberg, Eric
AU  - Rha, ChangSoon
AU  - Stewart, Jonathan P
AU  - Nigbor, Robert L
AU  - Wallace, John W
AU  - Taciroglu, Ertugrul
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Field Testing and Analytical Modeling of a Reinforced Concrete Embedded Pile Under Lateral Loading
PY  - 2006
SP  - 11p
AB  - Cast-in-drilled-hole (CIDH) reinforced concrete piles (drilled shafts) are among the most common support structures in highway construction. Typically, drilled shafts have simple, prismatic geometries; yet, they display a complex, inelastic response under applied loading. The two major factors that affect their behavior are the interaction between the shaft and surrounding soil media, and the material inelasticity of the shaft itself. This study reports the results of the second and third tests in a series of five that subject CIDH foundation systems with variable head and geometric conditions to lateral loading. Both test specimens are two two-feet diameter reinforced concrete drilled shafts that extend 24 feet below ground line, with one in a flagpole configuration extending 13.3 feet above ground line and the other capped at the surface in a fixed-head configuration. The test site consists primarily of low plasticity alluvial clay that is expected to exhibit an undrained response to the cyclic lateral loading. The quasi static loading was applied with a hydraulic control system in displacement control mode, with the full suite of loading taking several days to complete for each test. The test data have been reduced to provide complete load-deflection backbone curves for loading in both directions, curvature profiles at pre-yield deflection levels, and hysteresis curves documenting the cyclic behavior of the shaft soil system at pre-yield  displacements. Pre-test response predictions were obtained via (1) a three dimensional finite element model, (2) a macro-element model, developed at UCLA, and (3) the so-called strain wedge model adopted from the literature. Simulation results were compared with each other and with field measurements. It was observed that all of the three numerical approaches yielded reasonably accurate predictions or these small diameter shafts. Current investigations are focused on (1) calibrating the analytical models to further improve the agreement between measured and computed responses, and (2) to extend the capability of analytical models to predict the response of large diameter piles using data from an earlier test.
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  - Analytical modeling
KW  - Analytical models
KW  - Anchoring
KW  - Drilled shafts
KW  - Field tests
KW  - Finite element method
KW  - Forecasting
KW  - Geometry
KW  - Inelasticity
KW  - Lateral loads
KW  - Piles (Supports)
KW  - Reinforced concrete
KW  - Road construction
KW  - Simulation
KW  - Soils
KW  - Strain wedge model
UR  - https://trid.trb.org/view/839579
ER  - 

TY  - CONF
AN  - 01080383
AU  - Gebman, Michael
AU  - Ashford, Scott A
AU  - Restrepo, Jose I
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Mechanical Axial Force Transfer Within Cast-In-Steel-Shell Piles - Verification Through Full-Scale Experimentation and Finite Element Analysis
PY  - 2006
SP  - 12p
AB  - In this study, the axial force transfer within cast-in-steel-shell (CISS) piles through mechanical axial force transfer mechanisms fixed to the steel shell interior surface, and through surface bond was investigated through a full-scale experiment and finite element analysis. The experimental program consisted of twenty-one full-scale CISS pile test units, with typical diameters of 24 in. (610 mm), and steel shell diameter to thickness ratios (D/t) ranging from 24 to 128. Test units were subjected to a quasi-static reversed cyclic axial loading. The shear ring mechanism was found to be the most effective, of the designs tested. This mechanism was studied further experimentally by examining the effect of shear ring spacing, and the effect of D/t ratio on the shear ring force transfer. This mechanism was also studied analytically through finite element modeling using ABAQUS/EXPLICIT. Three dimensional solid element models were developed to study the axial force through the shear ring mechanism, and surface bond. The models were computationally intense and were run on at the San Diego Supercomputer Center at UCSD. The nonlinear models involved a complex contact analysis, concrete crushing, core deformation, and circumferential yielding of the steel shell and the shear ring. Results for two of the models, at a high D/t ratio, and at a low D/t ratio will be presented in this paper and compared to experimental results.
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  - ABAQUS (Computer program)
KW  - Axial force
KW  - Axial loads
KW  - Design
KW  - Diameter
KW  - Experiments
KW  - Mechanical analysis
KW  - Nonlinearity
KW  - Quasi-static response
KW  - Repeated loads
KW  - Steel piling
KW  - Thickness
KW  - Three dimensional modeling
KW  - Three dimensional models
KW  - Transfer characteristics
KW  - Verification
UR  - https://trid.trb.org/view/839547
ER  - 

TY  - CONF
AN  - 01079631
AU  - Nassif, Hani H
AU  - Davis, Joseph
AU  - Ertekin, Oguz
AU  - Capers, Harry A
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - The New Jersey Department of Transportation's Evaluation of Scour Countermeasure Devices
PY  - 2006
SP  - 9p
AB  - The main reason for loss of a bridge structure in New Jersey has consistently been due to scour. In 2003, the New Jersey Department of Transportation (NJDOT) had identified 181 State-owned and 297 non-State-owned bridges as scour critical. This number continues to grow as the State completes its scour analysis of the 3,596 bridges over waterways. To address this issue, NJDOT has initiated several actions. First, NJDOT has given specific guidance to designers on provision of scour countermeasures in its Design Manual to ensure that risk of damage to a new bridge due to a scour event is minimized. Second, it has prioritized its listing of scour critical bridges and initiated contracts to armor its most critical bridges against scour. Third, it undertook a study to evaluate systems for monitoring bridge scour detailed in recent research. Lastly, it initiated and is close to finalizing a "Handbook of Scour Countermeasure Designs for NJDOT" through research conducted by the City College of New York. It is anticipated that this last action will be completed by winter 2006-2007. This paper outlines the authors completed evaluation of Scour Countermeasure monitoring devices. National Cooperative Highway Program (NCHRP) Project 21-3 “Instrumentation for Measuring Scour at Bridge Piers and Abutments” designated system(s) for monitoring bridge scour. The 2 systems that showed promise in that research were identified as items of interest by NJDOT: 1) Magnetic Sliding Collar and 2) Sonar systems. Two bridge sites were chosen, and equipment and methods observed under closely controlled conditions. Continuous scour data monitoring was initiated. The accuracy of each system and effects of various parameters studied. This paper gives an overview of the evaluation of instrumentation recommended under NCHRP project 21-3.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge abutments
KW  - Bridge engineering
KW  - Bridge piers
KW  - Corrosion
KW  - Corrosion protection
KW  - New Jersey
KW  - Scour
KW  - State departments of transportation
KW  - Structural deterioration and defects
UR  - https://trid.trb.org/view/836575
ER  - 

TY  - CONF
AN  - 01079629
AU  - Chen, Yu-Sheng
AU  - Chan, Ying-Wen
AU  - Chang, Yung-Chang
AU  - Lee, Wei F
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Discussion on Deformation of Long Span Pre-stressed Concrete Bridge in Taiwan Region
PY  - 2006
SP  - 17p
AB  - The main factors that influence mechanical behavior of bridges are the dynamic effects such as loading and seismic force, and the static effects such as thermal effect, shrinkage, and creep of concrete. In Taiwan, research on influence of loading and seismic force of bridges is more complete than that of shrinkage and creep of concrete. The shrinkage and creep effects of concrete cause changes to displacement of bridges directly, and influence the distribution of internal stress and long term behavior of the bridge structure. Since the bridge design codes in Taiwan were set up following the foreign relative ones and are short of native thinking, the effects of shrinkage and creep on bridge structure are usually under-estimated, leading to bad control of the displacement of bridges. In this study, a Shrinkage-Creep prediction model, called CCL Model, suitable for domestic ordinary concrete, was adopted to analyze the displacement of a prestressed concrete box girder bridge with problems. This bridge was constructed by the  cast-in-place cantilever method.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge design
KW  - Creep
KW  - Deformation
KW  - Earthquake resistant structures
KW  - Load limits
KW  - Long span bridges
KW  - Prestressed concrete bridges
KW  - Prestressing
KW  - Seismicity
KW  - Shrinkage
KW  - Structural models
KW  - Taiwan
UR  - https://trid.trb.org/view/836574
ER  - 

TY  - CONF
AN  - 01079628
AU  - Su, W C
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Investigation for Post-Earthquake Repair and Inspection Techniques
PY  - 2006
SP  - 27p
AB  - This paper presents results of the (DGH) research funded by Directorate General of Highways and conducted by Taiwan Construction Research Institute in January 2006. Three major works should be completed in this research. The first goal is to collect the major causes of seismic hazards observed in the Chi-Chi earthquake and then classify the seismic damage patterns. The second goal is to investigate the methods associated with seismic repair and inspection techniques for bridge piers, and to establish a process for emergency response and rapid assessment when earthquake hazards occur. The last goal is to synthesize the results in the first 2 goals and develop a Post-Earthquake Bridge Management System (PEBMS) for future use. Because the information related to seismic damage patterns and repair techniques is systematically collected and classified in the PEBMS, instant and precise information is provided to assist decisionmakers to reduce processing time and make the correct decisions, leading to use of limited budgets to achieve maximum benefits in the shortest time after an earthquake.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge engineering
KW  - Bridge inspection
KW  - Bridge piers
KW  - Cost effectiveness
KW  - Decision making
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Monitoring
KW  - Seismicity
KW  - Structural analysis
UR  - https://trid.trb.org/view/838599
ER  - 

TY  - CONF
AN  - 01079626
AU  - Tseng, Chao-Chi
AU  - Wang, Yen-Bin
AU  - Wu, Lin
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Rehabilitation of Scour-Protection Works of a Major Highway Bridge in Taiwan
PY  - 2006
SP  - 10p
AB  - This paper presents the repair work of the submerged weir of the Chung-Sha Bridge on Taiwan’s National Highway 1 after the 2004 Typhoon Mindulle. From July 2-4, 2004, Typhoon Mindulle hit Taiwan with unprecedented southwest air currents that resulted in torrential rainfall and caused huge damage to eastern, central, and southern Taiwan. The flood destroyed the submerged weir, about 200-300 m downstream of piers 23-31, and resulted in a gap 245 m in length. The gap of the submerged weir caused erosion of the main channel further upstream and lead to the exposure of foundation piles of piers 22-30. The protection works around piers could not withstand the excessive stream flow and were flushed away. The aim of the rehabilitation was to repair the submerged weir to its original design elevation, so that it can once again retain sediment and prevent scour around piers, and protect the pier foundations. After completion of the repair, the submerged weir has functioned as well as expected.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge maintenance
KW  - Bridge substructures
KW  - Highway bridges
KW  - Natural disasters
KW  - Rehabilitation (Maintenance)
KW  - Scour
KW  - Taiwan
KW  - Typhoons
KW  - Weirs
UR  - https://trid.trb.org/view/838636
ER  - 

TY  - CONF
AN  - 01079625
AU  - Tai, James C
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Taiwan National Freeway Bridge Seismic Retrofit Program
PY  - 2006
SP  - 10p
AB  - Freeway bridges in Taiwan’s transportation system are subject to seismic as well as scouring loads at river crossings. After the September 21, 1999 Ji-Ji event, which recorded maximum acceleration of 0.96g at epicenter and collapsed numerous bridges, the authority issued a new seismic zone map for Taiwan with 2 zones of 0.33g and 0.23g. A retrofit program to mitigate damages and preserve one of the freeway systems as a lifeline category was set by the authority. Facing the difficulty of early stage, seismic design philosophy and construction practice in 1950s/1960s, it became very challenging for bridge structures to meet current seismic specifications in strength and ductilities while staying within acceptable budget limits. In addition to earthquake excitation, Taiwan’s river crossing bridge structures were subject to serious water scour and riverbed shifting during rapid rains, with as much as 1000 mm rainwater within one typhoon event. This paper details the aims of a retrofit program in Taiwan, and also describes some actual bridge cases to demonstrate the practical problems with existing bridge structures.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge maintenance
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Freeways
KW  - Highway bridges
KW  - Retrofitting
KW  - Seismic loads
KW  - Seismicity
KW  - Taiwan
UR  - https://trid.trb.org/view/837056
ER  - 

TY  - CONF
AN  - 01079620
AU  - Yen, W Phillip
AU  - Shen, J Jerry
AU  - Chen, Jin-Yuan
AU  - Wang, Mei
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Proceedings of the Second US-Taiwan Bridge Engineering Workshop
PY  - 2006
SP  - v.p.
AB  - This 2nd US-Taiwan Bridge Engineering Workshop provides the proceedings of a 2-day program of presentations and discussions covering issues in bridge design, construction, management, and hazard mitigation, accompanied by site visits to a number of significant highway facilities. The aims of the conference were to establish permanent technical exchange conduit among highway authorities and research institutes of Taiwan and the United States; initiate and manage cooperative research programs to address needs of all participating agencies; promote bridge technology training and educational programs; and combine experience and data to develop advanced design, construction, and management methodologies. Themes of presentations included: bridge operation/management, natural hazard and emergency response, corrosion and material degradation, scour problems and mitigation methods, and advanced construction techniques. The conclusion of this 2nd US-Taiwan Bridge Engineering Workshop marks the completion of the 1st round of both countries hosting the event and serves as an appropriate time to review the objectives and accomplishments in order to make adequate adjustments for maximizing the impact of future activities. The selection of presentations and discussion topics in the first 2 workshops had been purported to introduce the experience and current endeavors of both sides, and therefore to obtain mutual understanding and potential models of cooperation. The US and Taiwan delegates gave vigorous discussion on various topics raised during the workshop including: planning and operating national bridge programs; damage prevention and hazard mitigation (Earthquake, Scour, Multihazard Compendium of Extreme Events); maintenance, inspection, and instrumentation; and innovative technology. The mutual interests have been better defined as a result of the discussions. The following groups of mutual interests were identified and will be used for the planning of cooperative studies and organization of future meetings: development of the road map of multi-hazard reduction study and  exchanging experience on bridge maintenance and mitigation and implementation of innovative technologies. As final resolutions, it is recommended that joint work groups and programs be created for: short-term and long-term collaborative programs and installation of enhanced and improved channels of communication.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge design
KW  - Bridge engineering
KW  - Bridge maintenance
KW  - Conferences
KW  - Hazard mitigation
KW  - Highway bridges
KW  - Taiwan
KW  - Technological innovations
KW  - United States
KW  - Workshops
UR  - https://trid.trb.org/view/836516
ER  - 

TY  - CONF
AN  - 01079619
AU  - Laiw, Jaw-Chang
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - The Application of Self-Compacting Concrete on Expressway Bridges in Taiwan
PY  - 2006
SP  - 15p
AB  - Quality of concrete structures can be affected by the honeycomb, cold joint, or cracks of concrete. Many years ago, placing concrete seemed to be rather difficult due to the requirement of earthquake resistant design concerns; moreover, reinforcement in structure became dense and concrete couldn’t be vibrated in some places. Based on the above reasons, Self-Compacting Concrete (SCC) has been applied on expressway bridges since 1999, including existing retrofitted and new bridges. It was found that applying the technology made concrete placement easier and more successful without vibration; the result of its performance is better and more reliable. However, some efforts need to be done at the same time, such as the ability of quality control in the concrete production plant needs to be enhanced, the variation of material quality such as the grading of sand and the water content of sand should be decreased, appropriate chemical and mineral admixtures, the water tightness of the mold should be maintained, the concrete placing procedure, and the curing method need to be evaluated before starting work. The successful performance of SCC also depends on the skill of engineers.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge design
KW  - Bridge engineering
KW  - Concrete bridges
KW  - Earthquake resistant structures
KW  - Expressways
KW  - Highway bridges
KW  - Self compacting concrete
KW  - Taiwan
UR  - https://trid.trb.org/view/836566
ER  - 

TY  - CONF
AN  - 01079616
AU  - Newton, Barton
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Bridge Management In California
PY  - 2006
SP  - 7p
AB  - The effective management of bridges requires a thorough knowledge of an agency's bridge inventory; a well maintained archive of historical bridge records; an ongoing inspection program with detailed reports and recommendations of work to be performed; and sufficient dedicated annual funding to address the recommended work. In recognition of the importance that a well-managed transportation system has on the economic vitality of the State, the California Department of Transportation (Caltrans) has maintained an effective long standing Bridge Management Program to preserve these very important assets. This presentation provides a brief overview of California’s bridge management program, the decision and prioritization processes, and the measures used to determine the effective stewardship and use of the public resources.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge inspection
KW  - Bridge inventory data
KW  - Bridge management systems
KW  - California
KW  - California Department of Transportation
KW  - Highway bridges
KW  - Historic bridges
KW  - State departments of transportation
UR  - https://trid.trb.org/view/836571
ER  - 

TY  - CONF
AN  - 01079613
AU  - Lee, George C
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Development of a Multi-Hazard Compendium of Extreme Events for Design and
Evaluation of Highway Bridges--A Suggested US-Taiwan Cooperative Project
PY  - 2006
SP  - 15p
AB  - Extreme events continue to take a toll each year in bridge failures and collapses. Using the concept of load and resistant factors design (LRFD), bridge failures (exceeding design limit states) may be examined either from the case when the intensities of hazard loads exceed those against which the bridge was designed for based on standard codes and engineering practices, or from cases when a bridge loses the capacity to resist the intend loads from those involving complex combinations of strength and load effects. In general, extreme events may cause structural failure if the margin of safety provided in the standard codes and engineering practices is insufficient. In this presentation, the need for improved bridge safety against extreme events is articulated. In order to quantify the many uncertainties involved in establishing design loads (and load effects), a sustained and coordinated effort should be given to development of a database on multiple hazards and properties (and special characteristics) of extreme events. This is an important initial step which must be continuously upgraded. At present, hazards and extreme events data are disparately collected by specialists in different fields (earthquake, hurricanes, vessel collision). However, consistency is required in measurements of probability of occurrence, relationships among different categories (combined, subsequent) of hazards, engineering design related intensity parameters, and geographical variations for purposes of multihazard analysis and design of highway bridges. The above will require a significant amount of effort in coordination, time, and resources. However, a program may be initiated with a limited scope, which is presented for consideration as a US-Taiwan cooperative project involving earthquake and hydraulic hazards.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge design
KW  - Bridge engineering
KW  - Cooperation
KW  - Disasters
KW  - Extreme events
KW  - Failure analysis
KW  - Highway bridges
KW  - Limit state design
KW  - Structural deterioration and defects
KW  - United States
UR  - https://trid.trb.org/view/836639
ER  - 

TY  - CONF
AN  - 01079612
AU  - Kassis, Hanna F
AU  - Cunningham, Robert P
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - State Highway 140, Ferguson Rock Slide Bypass, near El Portal, Mariposa County, California
PY  - 2006
SP  - 12p
AB  - This paper gives a brief history of the Ferguson Rock Slide in Mariposa County, California. The paper describes the steps taken by the California Department of Transportation (Caltrans) to deal with the negative impacts of the slide. Caltrans has dealt with effects of the slide in recent years by scaling back the slide and clearing fallen materials on the roadway. In May 2006, the rockslide accelerated causing permanent closure of State Route 140 to traffic between the city of Mariposa and Yosemite National Park. After reviewing several options, it became apparent only one solution could remedy this problem; traffic would have to bypass the slide area. Of several bypass options introduced, none enabled Caltrans to open State Route 140 to traffic within a reasonable time to minimize economical and social impact to the community. The Bridge Department Team introduced the idea of installing single span Acrow panel bridges to span the Merced River on both sides of the slide. The Bridge Department Team and geological reports identified a route that could be used to bypass the slide. The route would follow an abandoned railway grade alignment located on the right bank of the Merced River, which is on the opposite side of the slide. As this route was in close proximity to the slide it would require continuous monitoring of the main body of the rock slide mass in real or near real time. This is important to detect any preliminary movement that may indicate a catastrophic failure of the slide and provide a warning to Caltrans allowing a timely closure of the bypass to travelers. The bypass, consisting of 2 Acrow panel bridges and a roadway, was constructed in 2 stages. The first stage opened to 1-way traffic on July 30, 2006, with the second stage following August 18, 2006. Both stages were open to traffic during daylight hours only.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bypasses
KW  - California Department of Transportation
KW  - Highway bridges
KW  - Panel bridges
KW  - Rockslides
KW  - State departments of transportation
UR  - https://trid.trb.org/view/837057
ER  - 

TY  - CONF
AN  - 01079608
AU  - Chang, Kuo Chun
AU  - Lin, Yung Bin
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Smart Sensors Development for Real-time Bridge Scour Monitoring
PY  - 2006
SP  - 5p
AB  - The civil engineering industry is becoming more interested in monitoring structural behavior and in assessing its corresponding integration. Severe floods resulting from typhoon or storm events can cause great damage due to bridge scouring. Bridges subject to periods of flood/high flow require monitoring during those times in order to protect the traveling public. The proposed fiber Bragg grating (FBG) sensor and wireless MEMS scour-monitoring system can measure the processes of both scouring/deposition and variations of the water level. Several experimental runs have been conducted to demonstrate the applicability of the system. The experimental results indicate that the scour-monitoring system with the Zigbee sensors network and FBG sensors have the potential to be applied in the field.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge engineering
KW  - Bridge inspection
KW  - Bridge piers
KW  - Bridge substructures
KW  - Monitoring
KW  - Piers (Supports)
KW  - Scour
KW  - Structural deterioration and defects
UR  - https://trid.trb.org/view/836637
ER  - 

TY  - CONF
AN  - 01079607
AU  - Ching, Lihn Shieh
AU  - Hsin, Ta Liu
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - The Introduction of the Sliding Method to Rebuild a Bridge
PY  - 2006
SP  - 10p
AB  - To rebuild a new bridge at the same location as the old bridge, without blocking any traffic stream, presents a challenge for engineers. This paper proposes the sliding method as a good example of how best to complete the aforementioned type of construction project. There are 3 river bridges of the first Taiwan freeway that need to be rebuilt and widened due to their insufficient flooding flow height and poor traffic serviceability. The basic conception of the sliding method is to build a new temporary bridge beside the existing old bridge, and secondly, to let the traffic detour on the new temporary bridge while dismantling the old bridge. After all new permanent substructures have been finished, the new temporary superstructure will be moved on and fixed at the top of those substructures by the sliding method. This paper introduces the details of the sliding method, thereby providing a new conception for engineers to design a bridge-rebuilding project.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge engineering
KW  - Bridge substructures
KW  - Freeways
KW  - Reconstruction
KW  - Rehabilitation (Maintenance)
KW  - River bridges
KW  - Sliding method
KW  - Taiwan
UR  - https://trid.trb.org/view/838648
ER  - 

TY  - CONF
AN  - 01079604
AU  - Mahin, Stephen A
AU  - Sakai, Junichi
AU  - Jeong, Hyungil
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Self-Centering Column Components
PY  - 2006
SP  - 13p
AB  - In order to minimize residual displacements in reinforced concrete columns, this paper proposes a design whereby a longitudinal posttensioning tendon replaces some of the 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  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge columns
KW  - Bridge engineering
KW  - Bridge members
KW  - Columns
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Jacketing (Strengthening)
KW  - Posttensioning
KW  - Reinforced concrete
KW  - Reinforced concrete bridges
KW  - Reinforcement (Engineering)
KW  - Structural supports
UR  - https://trid.trb.org/view/836573
ER  - 

TY  - CONF
AN  - 01079602
AU  - Aref, Amjad J
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Accelerated Bridge Construction in Seismic Regions
PY  - 2006
SP  - 9p
AB  - Great advances have been made in recent years in moving the bridge industry toward accelerated bridge construction to reduce traffic disruption, minimize accidents in work zones, maintain construction quality, and minimize life-cycle costs and environmental impacts. Many of these advances involve the use of prefabricated elements and systems that can be prefabricated offsite and installed rapidly onsite. More broad geographical deployment of these advances will require rigorous investigation and improvement of their seismic resilience in regions of moderate to high seismicity. This paper provides an overview of current research in this area that has been conducted at the University at Buffalo under the auspices of the FHWA-funded Highway Project of the Multidisciplinary Center for Earthquake Engineering Research. This research primarily focuses on studying the performance of precast piers and superstructure bridge systems constructed in seismic zones, and providing solutions that can lead to widespread use of accelerated bridge systems in seismic zones.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge design
KW  - Bridge engineering
KW  - Bridge piers
KW  - Bridge superstructures
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Multidisciplinary Center for Earthquake Engineering Research
KW  - Prefabricated bridges
KW  - Prefabricated structures
KW  - Seismicity
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/838649
ER  - 

TY  - CONF
AN  - 01079600
AU  - Wen, Chun-Ming
AU  - Lee, Wei-Feng
AU  - Liao, Huei-Jing
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Riverbed Lifting Effects on Bridge Structures Caused by Heavy Rainfall
PY  - 2006
SP  - 8p
AB  - Most rivers in Taiwan are rapid and rushing due to steep slopes. Moreover, Taiwan is located in an area frequently stricken by typhoons during summer. In the aftermath of the ChiChi earthquake (7.3 on Richter scale) on September 21, 1999, the geological structure of the hillside fields, especially in central Taiwan, has become more fragile. Mudflows and landslides which give rise to the deposit of massive soils and rocks on the riverbed (e.g., riverbed of DaJia River) frequently occurred due to heavy rainfalls in the rainy and typhoon seasons. Those circumstances caused gradual lifting of the riverbed. Lifting of the riverbed decreases water capacity of the streamway and further increases the possibilities of flash-floods during heavy rainfalls and typhoons. Route Tai No. 8, located in just such a special area, is one of the major highways that connects the western and eastern parts of Taiwan. As Tai No. 8 Highway is constructed along the DaJia valley, it is highly influenced by the hydrological and geological environments of the DaJia River. In this work, some cases of bridge damages occurring during the years 2004-2006 were introduced. Those bridges are located between the sensitive segments DongShi and KuoGwn on Tai No. 8 Highway. Traffic was often closed as a result of damage or overwhelming of the highway facilities during the typhoons and heavy rainfalls. In the interest of long-term safety and to reduce the long-term maintenance cost of the bridges the old bridges will be replaced by new bridges (one is under construction and one is under planning and design). How the lifting of the riverbed affects the present bridge structures and how it concerns the design of the substitute bridges are discussed in this presentation.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge engineering
KW  - Embankments
KW  - Highway bridges
KW  - Landslides
KW  - Mudslides
KW  - Slope failure
KW  - Streambeds
KW  - Taiwan
KW  - Typhoons
KW  - Waterway bridges
UR  - https://trid.trb.org/view/838598
ER  - 

TY  - CONF
AN  - 01079597
AU  - Chang, Chia-Fang
AU  - Lin, Chu-Chieh Jay
AU  - Chou, Chi-Yu
AU  - Jian, Chen-You
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Analysis of Damage Types and Deterioration Causes of Bridges in Taipei Metropolitan Area
PY  - 2006
SP  - 9p
AB  - Bridge infrastructures which overcome the limit of topography, have a pivotal role in maintaining transportation networks. The question becomes how to maintain their function and guarantee their safety as important links in transportation network management. In Taiwan, there are about 20,000 bridges which build on a mountainous and multi-river geography. This paper will introduce a Taiwan Bridge Management System (T-BMS) and bridge visual inspection method–DERU.  The paper collects 615 visual inspection results of bridges in Taipei area to analyze the damage models. This research shows bridge abutment damages which relate with its straddle object, and pier cracks are positive with bridge age in the Taipei area.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge abutments
KW  - Bridge management systems
KW  - Bridge piers
KW  - Inspection
KW  - Taipei (Taiwan)
KW  - Taiwan
UR  - https://trid.trb.org/view/836615
ER  - 

TY  - CONF
AN  - 01079596
AU  - Tang, Benjamin
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Framework for Prefabricated Bridge Elements and Systems (PBES) Decision-Making
PY  - 2006
SP  - 21p
AB  - Prefabricated bridges offer significant advantages over onsite cast-in-place construction. Among these advantages are a substantial reduction in onsite time required to construct or rehabilitate a bridge, lowest costs resulting from offsite manufacturing and standardized components, and improved safety due to reduced exposure time in the work zone. The controlled environment of offsite fabrication also ensures quality components for good long-term performance. Careful planning, design, and implementation are required to realize the significant advantages of prefabricated bridge construction. Decisionmakers must consider if the job should be fast tracked, the applicability of the design, the abilities of contractors and suppliers in the target market, access to the project site, and how the construction requirements affect cost and schedule. Other important factors for success of an accelerated bridge project include the owner’s and contractor’s commitment to see the job through; willingness to share responsibility, control, and risk; and understanding that time is money for all stakeholders. Owners should be able to expect inexpensive, durable, and fast construction, allowing them to get more projects within available budgets, whereas contractors should be able to make a reasonable profit and have more bidding opportunities. This paper gives a framework for the objective consideration of the aforementioned issues. As such, the framework is a decisionmaking tool to help answer the ultimate question of whether a prefabricated bridge is achievable and effective for a specific bridge location. The anticipated users of this framework are the representatives of the owner agency and the contractor: the decisionmakers for the bridge type and the implementers, including designers and project managers. The framework can be used at various levels of detail to assist decisions. The second section is a flowchart to guide a high-level assessment of whether a prefabricated bridge is an economical and effective choice for the specific bridge under consideration. The matrix in the third section provides users with a different format and more detail than the flowchart. The fourth section consists of considerations in various categories corresponding to those in the flowchart and matrix, with discussion and references for use in making a more in-depth evaluation on the use of prefabrication. The flowchart, matrix, and considerations section may be used independently or in combination, depending on the user’s desired depth of evaluation.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge design
KW  - Bridge engineering
KW  - Bridge members
KW  - Construction management
KW  - Cost control
KW  - Prefabricated bridges
UR  - http://www.fhwa.dot.gov/bridge/prefab/framework.cfm
UR  - http://www.fhwa.dot.gov/bridge/prefab/if06030.pdf
UR  - https://trid.trb.org/view/838658
ER  - 

TY  - CONF
AN  - 01079593
AU  - Chang, Kuo-Chun
AU  - Lin, Ying-Bin
AU  - Chen, Shin-Jy
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Implementation of Fiber Bragg Grating Sensor on Bridge Scouring Problem
PY  - 2006
SP  - 11p
AB  - The security evaluation system of a bridge should include the serviceable life and its corresponding environment terms such as the located conditions of the pier, the types of girder and pier, the spans of its supports and length, and the loading systems. A health monitoring system is commonly used to ensure the safety of a bridge. In general, the inclinometer, strain gauge, displacement gauge, and accelerometer are the conventional instruments used in health monitoring, however, the noise and resolution of these conventional systems have limited their applications. Moreover, the scouring damage problem has become a major issue in recent years. In order to perform the real-time monitoring of the depth of a scouring in a flood and alleviate its corresponding damage concerns, the fiber Bragg grating sensor (FBG) approach is proposed. This paper describes utilizing FBG sensors to monitor the depth of scouring in a lab test. From experimental results, the novel scouring system shows good performance of the scouring depth in real-time response. A field test is proposed using this system to monitor the scouring in the near future.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge engineering
KW  - Bridge inspection
KW  - Bridge piers
KW  - Fiber Bragg grating sensors
KW  - Piers (Supports)
KW  - Piles (Supports)
KW  - Real time information
KW  - Scour
KW  - Structural health monitoring
UR  - https://trid.trb.org/view/837059
ER  - 

TY  - CONF
AN  - 01079589
AU  - Kao, Ben
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Discussion and Application of Substructure Replacement Technique for Bridges–A
Case Study of Shi-chou Bridge
PY  - 2006
SP  - 10p
AB  - Due to steep slopes, most rivers in Taiwan are rapid and rushing. Moreover, Taiwan is located in an area frequently stricken by typhoons during summer time. The serious scour brought by heavy rain and excessive quarrying has resulted in continuous lowering of riverbeds and severe exposure of bridge foundations. All of these decrease the bearing capacity and stability of bridges, thereby jeopardizing their safety. The authorities concerned have taken many conventional protection measures to improve this situation, including use of riverbed stabilization structures, such as gabions and keystone block, and the use of foundation protection techniques, such as concrete encasement or enlarged bases for piers. However, few of these measures work satisfactorily, and the scour is still endangering the bridge foundation. Hence, to determine another alternative rehabilitation and protection technique for naked foundations becomes an urgent issue. In this paper, an innovative Substructure Replacement Technique, which serves to be an appealing solution to this issue, is introduced. Using a case project of the Shi-chou Bridge as an example, the considerations during design and construction stages, detailed construction procedure and applicability of this technique are thoroughly discussed. The most important feature of this technique is that the original flow of traffic can be maintained during construction, which includes the replacement of damaged foundations with new ones built below riverbeds and the construction of new columns to smoothly connect with the original pier caps. The rebuilt foundations and piers not only strengthen the seismic capacity of bridges but also enhance the flood conveyance ability of rivers.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bearing capacity
KW  - Bridge foundations
KW  - Bridge piers
KW  - Earthquake resistant structures
KW  - Foundation engineering
KW  - Piers (Supports)
KW  - Scour
KW  - Shi-chou Bridge (Taiwan)
KW  - Steep slopes
KW  - Structural deterioration and defects
KW  - Taiwan
UR  - https://trid.trb.org/view/836572
ER  - 

TY  - CONF
AN  - 01079587
AU  - Fang, Wen-Chih
AU  - Chen, Kuo-Long
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Automation Techniques for Bridge Construction-Pre-case Segment Method
PY  - 2006
SP  - 39p
AB  - Based on the construction phases, the Taiwan National Expressway Network can be outlined into the sub-phases of Sun Yat-sen Highway (National Expressway No. 1), National Expressway No. 3, section Nangang/Suao of Taipei-Yiland Highway (National Expressway No.5) and ongoing construction of the National Expressway which includes the Nantou and Suao/Hualian sections of the East Highway. Since the National Expressway Engineering Bureau was founded in 1990, it has been vigorously promoting the axis Second Highway Net, or National Expressway No.3, program and construction in subsequent years. Bridge engineering projects have increased sharply in Taiwan, with some routes designed along mountainous areas in consideration of spatial distribution and economical use of land areas passing through Urban Planned Districts. The bridge extent of the chief line length percentage had been escalating from 9% (Sun Yat-sen Freeway) to 38% (Second Highway), with National Expressway Nantou section in the process of construction now having reached 70%. As the number of bridge engineering projects has grown day by day, it is vital for National Expressway construction to standardize and automate bridge construction. There will be a summary introduction in this report of every phase of National Expressway construction about the development of Pre-cast Segment Cantilever Method applied on Taiwan National Expressways and up-to-date research of Precast Segment bridge piers. In the end of this paper, the authors introduce the options of the program design, construction facilities, and their processes, using Jhanghua viaducts No. 4 and 5 as examples.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bridge engineering
KW  - Bridge piers
KW  - Construction management
KW  - Freeways
KW  - Highway bridges
KW  - Precast concrete
KW  - Segmental construction
KW  - Taiwan
UR  - https://trid.trb.org/view/838651
ER  - 

TY  - CONF
AN  - 01079586
AU  - Sprinkel, Michael M
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Long Lasting Overlays Prevent Corrosion Deterioration of Bridge Decks
PY  - 2006
SP  - 14p
AB  - Hydraulic cement concrete and epoxy overlays are usually placed on bridge decks to extend the life by preventing infiltration of water and chloride ions, thereby preventing corrosion deterioration. Some overlays have remained bonded and prevented chloride intrusion for over 30 years, while others have cracked and delaminated in much less time. Overlays with high bond strengths, durable materials, and minimal construction joints and cracks have performed well for many years. Obtaining long lasting overlays requires that appropriate construction decisions be made with respect to the selection and use of concrete removal and surface preparation equipment and procedures, mixture proportions, and placement and curing procedures. In recent years, very early strength overlays have been developed that can be opened to traffic with as little as 3 hours of curing. This paper indicates that very low permeability overlays should prevent corrosion deterioration for over 150 years and describes the materials and construction methods that provide long lasting overlays. In addition, the paper illustrates how very early strength overlays often used today can have a long life.
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - Bond strength (Materials)
KW  - Bridge decks
KW  - Bridge engineering
KW  - Concrete overlays
KW  - Corrosion protection
KW  - Corrosion resistant materials
KW  - Overlays (Pavements)
KW  - Retrofitting
KW  - Service life
UR  - https://trid.trb.org/view/837058
ER  - 

TY  - CONF
AN  - 01079585
AU  - Phan, Vu
AU  - Saiidi, Saiid
AU  - Anderson, John
AU  - Ghasemi, Hamid
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Experimental Evaluation of Near Near-Field Earthquake Effects on Bridge
Columns
PY  - 2006
SP  - 12p
AB  - Near field ground motions in the fault normal direction are unique earthquakes due to their severe and impulsive effects on structures. Characteristics of these records are unique compared to far field ground motions. The aim of this study was to explore the shake table response of reinforced concrete bridge columns subjected to near fault ground motions and develop a framework for the design of bridge columns near active faults. Two large-scale columns were tested under a near field ground motion on a shake table at the University of Nevada, Reno. One column represented the current California Department of Transportation far field design and the other was based on the American Association of Highway and Transportation Officials provisions. The unusual measured response characteristic in both columns was the large residual displacements even under moderate motions. A new hysteresis model was developed to capture this effect and was incorporated in an analytical model, which is briefly discussed. The framework for nearfault earthquake design is presented elsewhere (Phan et al., 2005).
U1  - The Second US-Taiwan Bridge Engineering WorkshopFederal Highway AdministrationMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationTaiwan Area National Freeway BureauDirectorate General of HighwaysNational Taiwan Expressway Engineering BureauTaiwan Construction Research InstituteSan Mateo,CA,United States StartDate:20060921 EndDate:20060922 Sponsors:Federal Highway Administration, Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Taiwan Area National Freeway Bureau, Directorate General of Highways, National Taiwan Expressway Engineering Bureau, Taiwan Construction Research Institute
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge columns
KW  - Bridge design
KW  - Bridge engineering
KW  - Earthquake resistant design
KW  - Ground settlement
KW  - Hysteresis
KW  - Reinforced concrete bridges
KW  - Seismicity
KW  - Shaking table tests
KW  - Structural models
KW  - Structural supports
UR  - https://trid.trb.org/view/836621
ER  - 

TY  - RPRT
AN  - 01075724
AU  - Federal Highway Administration
TI  - Greenville Southwest Bypass study, improvements to NC11 and US 264 Business, Pitt County : environmental impact statement
PY  - 2006///Volumes held: Draft
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/835118
ER  - 

TY  - RPRT
AN  - 01075612
AU  - Federal Highway Administration
TI  - I 49 South Wax Lake outlet to Berwick, Route US 90, St. Mary Parish : environmental impact statement
PY  - 2006///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Louisiana
UR  - https://trid.trb.org/view/835006
ER  - 

TY  - RPRT
AN  - 01075611
AU  - Federal Highway Administration
TI  - Interstate 29/35 Paseo Bridge Corridor, Clay and Jackson counties : environmental impact statement
PY  - 2006///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Missouri
UR  - https://trid.trb.org/view/835005
ER  - 

TY  - RPRT
AN  - 01075411
AU  - Federal Highway Administration
TI  - Trunk Highway 23 improvements, Paynesville, Minnesota, Kandiyohi and Stearns counties : environmental impact statement
PY  - 2006///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Minnesota
UR  - https://trid.trb.org/view/834805
ER  - 

TY  - RPRT
AN  - 01075391
AU  - Federal Highway Administration
TI  - I-25 Valley Highway, Logan to US 6 : environmental impact statement
PY  - 2006///Volumes held: Draft, Final, Final Appendix
KW  - Colorado
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834785
ER  - 

TY  - RPRT
AN  - 01075297
AU  - Federal Highway Administration
TI  - SR 28 (Sunset Highway), Eastside corridor project : environmental impact statement
PY  - 2006///Volumes held: Draft, Final, Community guide to the draft EIS B1
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834691
ER  - 

TY  - RPRT
AN  - 01075289
AU  - Federal Highway Administration
TI  - Southern Beltway Transportation Project, U.S. Route 22 to Interstate 79, Allegheny and Washington counties : environmental impact statement
PY  - 2006///Volumes held: Draft(2v), F(3v)
KW  - Environmental impact statements
KW  - Pennsylvania
UR  - https://trid.trb.org/view/834683
ER  - 

TY  - RPRT
AN  - 01075251
AU  - Federal Highway Administration
TI  - Browns Park Road from Red Creek to Colorado state line, Daggett County : environmental impact statement
PY  - 2006///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Utah
UR  - https://trid.trb.org/view/834645
ER  - 

TY  - RPRT
AN  - 01074630
AU  - Federal Highway Administration
TI  - Construction and operation of a freeway bypass on US 101 around the City of Willits in Mendocino County, from KP R69.4 tp KP 84.2 (PM R43.1/52.3): environmental impact statement
PY  - 2006///Volumes held: Draft(2v)(vol.2 fol), F(4v)(vol.4 fol)
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834024
ER  - 

TY  - RPRT
AN  - 01054644
AU  - Federal Highway Administration
TI  - FHWA Road Safety Audit Guidelines
PY  - 2006
SP  - 87p
AB  - The primary purpose of these guidelines is to provide a foundation for public agencies to draw upon when developing their own Road Safety Audit (RSA) policies and procedures and when conducting RSAs within their jurisdiction. The availability of a consistent guideline is anticipated to lead to a better understanding of the core concepts of RSAs and to promote their use. These guidelines were developed by building upon experiences gained in the United States and in other countries. They are meant to present basic RSA principles, to encourage public agencies to implement RSAs, and to embrace them as part of their everyday practice. When used they should be tailored to suit local conditions.
KW  - Guidelines
KW  - Highway safety
KW  - Safety audits
KW  - United States
UR  - http://safety.fhwa.dot.gov/rsa/guidelines/
UR  - https://trid.trb.org/view/813775
ER  - 

TY  - RPRT
AN  - 01045491
AU  - Federal Highway Administration
TI  - New Hampshire ACTT Workshop: Bridging Multiple Communities - New Hampshire's I-93 Improvement Project
PY  - 2006
SP  - 55p
AB  - Accelerated Construction Technology Transfer (ACTT) is a process that brings together public- and private-sector experts from across the country in a setting that encourages flexibility and innovation.  The goal is to recommend technologies that will accelerate construction time while reducing user delay and community disruption.  This necessitates a thorough examination of all facets of a highway corridor with the objective of improving safety and cost effectiveness while minimizing adverse impacts to the traveling public. The New Hampshire Department of Transportation (NHDOT) hosted an ACTT workshop for the I-93 Improvements project.  The workshop was held February 21-23, 2006 in Concord, New Hampshire.  The following skill sets were established for the project: geotechnical/materials/long-life pavement/maintenance; construction/environment; innovative financing/contracting; structures/roadway/geometric design; traffic management/safety/intelligent transportation systems (ITS)/incident management/public relations; right-of-way/utilities.  The various skill set teams focused on how the ACTT process applied to their area of expertise, while the group as a whole searched for methods and measures to help NHDOT achieve its goals of (1) maximizing mobility and safety, and (2) reducing the construction timeframe for the $480 million project from 12 to 6 years.
KW  - Accelerated Construction Technology Transfer program
KW  - Construction
KW  - Construction projects
KW  - Contracting
KW  - Cost effectiveness
KW  - Environmental impacts
KW  - Financing
KW  - Flexibility (Goal attainment)
KW  - Geometric design
KW  - Geotechnical engineering
KW  - Governments
KW  - Highway corridors
KW  - Highway safety
KW  - Highway traffic control
KW  - Impacts
KW  - Improvements
KW  - Incident management
KW  - Innovation
KW  - Intelligent transportation systems
KW  - Interstate highways
KW  - Maintenance
KW  - Materials
KW  - Mobility
KW  - New Hampshire
KW  - Perpetual pavements
KW  - Private enterprise
KW  - Public relations
KW  - Public utilities
KW  - Right of way (Land)
KW  - Strategic planning
KW  - Structures
KW  - Time
KW  - Traffic lanes
KW  - Travelers
KW  - Workshops
UR  - http://www.fhwa.dot.gov/construction/accelerated/wsnh06.pdf
UR  - https://trid.trb.org/view/804911
ER  - 

TY  - RPRT
AN  - 01045490
AU  - Federal Highway Administration
TI  - Hawaii ACTT Workshop: Fostering Innovation - Interstate Route H-1 Viaduct Improvements
PY  - 2006
SP  - 64p
AB  - Accelerated Construction Technology Transfer (ACTT) is a process that brings together public- and private-sector experts from across the country in a setting that encourages flexibility and innovation.  The goal is to recommend technologies that will accelerate construction time while reducing user delay and community disruption.  This necessitates a thorough examination of all facets of a highway corridor with the objective of improving safety and cost effectiveness while minimizing adverse impacts to the traveling public. The Hawaii Department of Transportation (HDOT) hosted an ACTT workshop for the Interstate Route H-1, Pearl City, Waimalu and Airport Viaduct Deck Improvements project.  The workshop was held April 18-20, 2006 in Honolulu, Hawaii.  The following skill sets were established for the project: construction; innovative contracting; traffic engineering/safety/intelligent transportation systems (ITS); public relations; structures/geotechnical/materials; environmental.  Each skill set team focused on how the ACTT process applied to their area of expertise, while the group as a whole searched for methods and measures to help HDOT achieve its goals of reducing project costs and accelerating the construction timeframe by at least 50%.
KW  - Accelerated Construction Technology Transfer program
KW  - Construction
KW  - Construction projects
KW  - Contracting
KW  - Cost effectiveness
KW  - Costs
KW  - Environmental impacts
KW  - Flexibility (Goal attainment)
KW  - Geotechnical engineering
KW  - Governments
KW  - Hawaii
KW  - Highway corridors
KW  - Impacts
KW  - Improvements
KW  - Innovation
KW  - Intelligent transportation systems
KW  - Interstate highways
KW  - Materials
KW  - Private enterprise
KW  - Public relations
KW  - Strategic planning
KW  - Structures
KW  - Technological innovations
KW  - Time
KW  - Traffic engineering
KW  - Traffic safety
KW  - Travelers
KW  - Viaducts
KW  - Workshops
UR  - http://www.fhwa.dot.gov/construction/accelerated/wshi06.pdf
UR  - https://trid.trb.org/view/804906
ER  - 

TY  - RPRT
AN  - 01045471
AU  - Federal Highway Administration
TI  - North Carolina ACCT Workshop: Partnering for Innovation - US 421/I-40 Business in Winston-Salem
PY  - 2006
SP  - 65p
AB  - Accelerated Construction Technology Transfer (ACTT) is a process that brings together public- and private-sector experts from across the country in a setting that encourages flexibility and innovation.  The goal is to recommend technologies that will accelerate construction time while reducing user delay and community disruption.  This necessitates a thorough examination of all facets of a highway corridor with the objective of improving safety and cost effectiveness while minimizing adverse impacts to the traveling public. The North Carolina Department of Transportation (NCDOT) hosted an ACTT workshop for the US 421/I-40 Business in Winston-Salem project.  The workshop was held April 24, 2006 in Winston-Salem, North Carolina.  The following skill sets were established for the project: utilities/railroad/right-of-way (ROW)/3rd party constraints; historic properties/human environment/public involvement; traffic engineering/safety/intelligent transportation systems (ITS); geometric/hydraulic design; structures; long life pavements/maintenance; construction; geotechnical/materials/accelerated testing; and public information.  Each team focused on how the ACTT process applied to their area of expertise, while the group as a whole searched for methods and measures to help NCDOT achieve its goal of  delivering a major rehabilitation project to the public in two years.
KW  - Accelerated Construction Technology Transfer program
KW  - Accelerated tests
KW  - Businesses
KW  - Construction
KW  - Contractors
KW  - Cost effectiveness
KW  - Environment
KW  - Flexibility (Goal attainment)
KW  - Geometric design
KW  - Geotechnical engineering
KW  - Governments
KW  - Highway corridors
KW  - Highway safety
KW  - Historic sites
KW  - Human beings
KW  - Hydraulics
KW  - Impacts
KW  - Innovation
KW  - Intelligent transportation systems
KW  - Interstate highways
KW  - Legal constraints
KW  - Materials
KW  - Partnerships
KW  - Pavement maintenance
KW  - Perpetual pavements
KW  - Private enterprise
KW  - Public information programs
KW  - Public participation
KW  - Public utilities
KW  - Railroads
KW  - Rehabilitation (Maintenance)
KW  - Right of way (Land)
KW  - Structures
KW  - Technology transfer
KW  - Traffic engineering
KW  - Winston-Salem (North Carolina)
KW  - Workshops
UR  - https://trid.trb.org/view/805446
ER  - 

TY  - CONF
AN  - 01044640
AU  - Morgan, Daniel
AU  - Ricotta, Paul
AU  - Transportation Research Board
TI  - Microsimulation for Transportation Planning for Small Communities
PY  - 2006
SP  - 8p
AB  - This paper describes the use of microsimulation for transportation planning in small communities. Using new simulation tools, it is possible to simulate entire planning networks for small and medium-size, and possibly larger, communities. This leads to more realistic model results than that resulting from conventional traffic assignments that are static, ignore actuated traffic signals, and permit unrealistic volume to capacity ratios. In contrast, microsimulation models account more appropriately for the effects of traffic signals and other causes of delay. In this paper, the authors present a case study that compares an area-wide microsimulation with a conventional four step model for the Columbus, IN community. The advantages of the microsimulation approach are identified and evaluated and guidance is provided for implementation of similar models in other areas.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Case studies
KW  - Columbus (Indiana)
KW  - Medium sized cities
KW  - Microsimulation
KW  - Small cities
KW  - Traffic delays
KW  - Transportation planning
UR  - https://trid.trb.org/view/804972
ER  - 

TY  - CONF
AN  - 01044639
AU  - Frawley, William E
AU  - Transportation Research Board
TI  - La Entrada al Pacifico: Viability and Potential Impacts on the Odessa-Midland, Texas Area and Other Small Communities
PY  - 2006
SP  - 12p
AB  - The La Entrada al Pacifico (LEAP) corridor has been designated between Chihuahua City, Chihuahua, Mexico and the Odessa-Midland area by governments in the United States and Mexico. Ultimately, the corridor will extend from the Port of Topolobampo in Mexico to the Ports to Plains Corridor near Lamesa, Texas. While the LEAP corridor primarily follows existing highways, many roadway improvements will be necessary on specific segments. The LEAP corridor passes through several communities in Southwest Texas, including Marfa, Alpine, McCamey, and Crane, before it enters the Odessa-Midland metropolitan area. This paper discusses the potential impacts and specific issues in these communities, such as Alpine, where there is a strong community sentiment to maintain a small-town atmosphere attractive to tourism that is not interrupted by truck traffic through the downtown area. Some of these impacts include reliever routes that will need to be considered for the communities and the various perspectives of community leaders regarding additional truck traffic in or near their cities. In some cases there are somewhat obvious areas where reliever routes can be built, while in others there are topographical and other concerns to consider. This paper also provides the results of a study performed to analyze the viability of some truck traffic crossing the international border at Presidio, Texas-Ojinaga, Mexico as opposed to continuing to cross at El Paso, Texas-Ciudad Juarez, Mexico. Based on interviews with manufacturers and transportation companies in the Chihuahua City area, the project team determined that it would be viable for some traffic to begin using the LEAP corridor at some point in the future. This determination is based in part upon the feasibility of driving between Chihuahua City and Odessa-Midland in one day. This determination is contingent upon several issues, including infrastructure being developed at the Presidio-Ojinaga border crossing, and the simplicity of Mexican trucks crossing the international border and traveling considerable distances within the United States.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Border regions
KW  - Bypasses
KW  - Impacts
KW  - Infrastructure
KW  - Midland (Texas)
KW  - Odessa (Texas)
KW  - Small towns
KW  - Texas-Mexico Border region
KW  - Transportation corridors
KW  - Truck traffic
UR  - https://trid.trb.org/view/804989
ER  - 

TY  - CONF
AN  - 01044638
AU  - Wilson, Jeff
AU  - Anderson, Michael David
AU  - Transportation Research Board
TI  - A Pavement Management System for County Roads in the State of Alabama
PY  - 2006
SP  - 12p
AB  - In recent years asset management has become important because the public wants to see the Federal, State, and Local governments run more like a private business. A pavement management system (PMS) is one aspect of asset management that deals entirely with roadways. A PMS is essentially a decision support tool that stores various types of information about roads and supports future forecasts of condition. This report covers a PMS that was designed for county roads in the state of Alabama. A PMS computer program was designed with county engineers in mind, for expedient management of their roads. To incorporate future forecasts of condition, road data were collected and analyzed with linear regression to build a pavement deterioration equation.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Alabama
KW  - Asset management
KW  - County roads
KW  - Decision support systems
KW  - Deterioration
KW  - Equations
KW  - Forecasting
KW  - Linear regression analysis
KW  - Pavement management systems
UR  - https://trid.trb.org/view/804985
ER  - 

TY  - CONF
AN  - 01044637
AU  - Anderson, Michael David
AU  - Ortega, Jose
AU  - Transportation Research Board
TI  - Application of an Internet-Based Travel Survey in a Medium-Sized Community
PY  - 2006
SP  - 8p
AB  - The increasing development in technological capabilities and resources is pushing the transportation industry to implement new and better technologies to improve techniques for collecting travel behavior data for transportation planning applications. Travel surveys are the most common procedure used for this task and the development of more efficient ways to gather data is a major concern for transportation agencies. Improvement of data collection methods would produce great benefits for policy makers and taxpayers because of potential savings in time, cost and resources. The ever-increasing availability of the Internet creates an opportunity for a potentially more efficient, less costly means of collecting travel behavior data. An efficient Internet-based travel survey has the potential of being a very effective means of collecting data for inclusion into transportation planning models (e.g., trip generation, distribution). This project examines the usefulness of an Internet survey through a pilot study in Huntsville, AL. The study specifically addresses the data (types, range, etc.) obtained from the Internet travel survey and efficacy of applying the collected data for transportation planning applications.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Data collection
KW  - Huntsville (Alabama)
KW  - Internet
KW  - Medium sized cities
KW  - Pilot studies
KW  - Transportation planning
KW  - Travel behavior
KW  - Travel surveys
UR  - https://trid.trb.org/view/805001
ER  - 

TY  - CONF
AN  - 01044636
AU  - Robinson, Charles A
AU  - Jones, Steven L
AU  - Sisiopiku, Virginia P
AU  - Anderson, Michael David
AU  - Transportation Research Board
TI  - Comparison and Evaluation of Simplified Transportation Project Selection and Prioritization Methodologies for Use by Small and Medium Sized Planning Agencies
PY  - 2006
SP  - 11p
AB  - This paper examines methodologies to prioritize transportation projects in small and medium sized urban communities. First, the paper reviews two methodologies used for project selection. These are the point scoring template and index ranking methodologies. Secondly, this paper compares a project ranking methodology used in a larger city with a variation of a method published in the literature for prioritization of rural road projects used in a small community. In doing so, the paper attempts to propose an objective methodology for project ranking that can be used as a tool by small planning agencies which need systematic project selection methods, but have limited resources and minimal staff. As a case study, the two above mentioned methodologies are used to rank a set of potential transportation projects and the results are compared using two different non-parametric statistical techniques. Both methodologies are evaluated in terms of transparency, robustness, accountability, contemporariness, and simplicity. The analysis shows that there is a reasonable amount of correlation between the ranking of projects using the point scoring template and a modified version of the index ranking method. The latter can be used as a tool to assist in meeting federal requirements as well as an effective aid in the decision making process. This finding is of particular interest to small and medium sized planning agencies that are in search of a simplified need-based methodology to systematically rank transportation projects.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Case studies
KW  - Decision making
KW  - Medium sized cities
KW  - Methodology
KW  - Project selection
KW  - Small cities
KW  - Strategic planning
KW  - Transportation projects
UR  - https://trid.trb.org/view/804990
ER  - 

TY  - CONF
AN  - 01044635
AU  - Williams, Kristine M
AU  - Seggerman, Karen E
AU  - Kramer, Jeffrey
AU  - Transportation Research Board
TI  - Integrating Access Management into Local Transportation Planning
PY  - 2006
SP  - 12p
AB  - Access management is important to transportation planning for a variety of reasons. It is the primary method for maintaining the roadway functional hierarchy that forms the foundation of transportation plans – a hierarchy defined by its relative emphasis on access or mobility. Access management is also a cost-effective way to advance a broad range of planning goals relating to safety, mobility, livability, the environment, and system and corridor preservation. Addressing access management in the planning process promotes better coordination between land use and transportation planning and often leads to improved coordination between state and local governments in corridor management. The result of integrating access management into transportation plans is a stronger legal and political foundation for implementing access management in the land development process. Despite its importance to transportation planning, most research on access management has been conducted on the implementation side of projects, plans and policies. NCHRP Project 08-46 was initiated by the Transportation Research Board in 2002 to help fill that gap. The findings were synthesized in NCHRP Report 548: "A Guidebook for Including Access Management in Transportation Planning" (TRB 2005). The study focused on the integration of access management into transportation planning at all levels of government, and culminated in a guide for states, MPOs, and local governments for that purpose. This paper presents findings from NCHRP Project 08-46 on integrating access management into local transportation planning. It addresses how access management strategies can be used to advance a broad range of community planning goals, and reviews access management strategies that can be directly applied by communities alone, or in coordination with state transportation agencies and metropolitan planning organizations, through the transportation planning process. Opportunities to address access management, actual case examples, and issues to consider are identified in the context of a range of local transportation planning activities.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Access control (Transportation)
KW  - City planning
KW  - Communities
KW  - Coordination
KW  - Land use planning
KW  - Local government
KW  - Transportation planning
UR  - https://trid.trb.org/view/804981
ER  - 

TY  - CONF
AN  - 01044634
AU  - McCaleb, Brad
AU  - Transportation Research Board
TI  - Applying Value Methodology to Metropolitan Transportation Planning
PY  - 2006
SP  - 6p
AB  - The first step in applying any tool, system or methodology is to understand what it is, how it works and what it can do. This paper is an introduction to value methodology and its application to the metropolitan transportation planning process. Mr. Lawrence D. Miles, the developer of what today is known as Value Methodology defined it as a “…disciplined, step-by-step thinking system, with its specific approaches for mind setting, problem setting, and problem solving”. The Texarkana Metropolitan Planning Organization (MPO) in conjunction with the Texas Department of Transportation (TxDOT) Atlanta District has been participating in value methodology studies on various projects since 2000. The principles of value methodology were applied during the project development phase of the IH 30 Corridor in Texarkana, AR/TX. Using the results of the value methodology study, and an earlier frontage road warrant study, MPO and TxDOT staffs were able to educate the general public, the media, and local elected officials on the benefits of such a project. The result is that this project has come from plan development to fully funded and scheduled for letting in six years. In this instance value methodology was applied to a specific transportation project. However, the principles involved in value methodology are just as applicable to all facets of the planning process from public involvement to development of the Unified Planning Work Program. In June 2005 the Texarkana MPO used Value Methodology to evaluate its FYs 2006-2007 UPWP and identified eleven recommendations for implementation or further study. Some of these recommendations will have positive financial impacts while others will help streamline ongoing and future activities thus adding value to the planning process.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Medium sized cities
KW  - Methodology
KW  - Metropolitan areas
KW  - Project development
KW  - Texarkana (Arkansas)
KW  - Texarkana (Texas)
KW  - Transportation planning
KW  - Value
UR  - https://trid.trb.org/view/805003
ER  - 

TY  - CONF
AN  - 01044633
AU  - Stoddard, Albert T
AU  - Kosman, Kyle P
AU  - Transportation Research Board
TI  - Implementation of a Public Transportation System in Casper, Wyoming
PY  - 2006
SP  - 11p
AB  - This paper describes the planning and implementation process for a public transportation system in Casper, Wyoming, a city of approximately 50,000 people. The paper focuses on the planning techniques and tools which were used to obtain approval to implement the proposed service and the implementation steps necessary to begin operations. The City of Casper had operated a demand-response transit system for many years. Although open to the general public, it was designed to meet the needs of the elderly and individuals with disabilities. The requirement for advance reservations, the fare amount, and the hours of service discouraged much use by anyone other than those absolutely dependent on the service. In 2001, a community group was formed made up of local government representatives, human services organizations, and interested citizens. The group recognized that the existing service was not meeting the needs of a significant segment of the community. LSC Transportation Consultants, Inc. was hired by the Casper Metropolitan Planning Organization (MPO) to develop a Transit Service Plan. The project included a thorough review of the existing service, an assessment of transit needs, and evaluation of transit service scenarios. The types of service which were considered included fixed-route, route-deviation, and demand-response. The final recommendation was to set up a route-deviation system complemented by the existing demand-response service. The routes were designed to serve the areas with the greatest demand. The demand-response service would continue to serve areas of lower demand and individuals who are unable to use the route-deviation service. The Transit Service Plan was adopted by the Casper City Council in 2003. LSC then worked with the City and MPO to prepare a Transit Operations Plan. The Operations Plan included the final alignment of routes, identification of stops, preparation of a draft schedule and brochure, and timing for implementation. As part of the implementation, the City developed a name for the new service with a corresponding color scheme and brochures. Grants were obtained for purchase of new vehicles to begin the service and for operating costs. The new service started in April 2005, nearly two years after completion of the Transit Service Plan. The ridership steadily increased during the first several months of operation and the demand for the paratransit service decreased as anticipated. This paper discusses some of the hurdles that had to be overcome to implement the service and compares the demand projections with actual ridership.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Bus transit operations
KW  - Casper (Wyoming)
KW  - Demand responsive transportation
KW  - Implementation
KW  - Metropolitan planning organizations
KW  - Planning
KW  - Public transit
KW  - Ridership
KW  - Route deviation transit service
KW  - Small cities
UR  - https://trid.trb.org/view/804993
ER  - 

TY  - CONF
AN  - 01044632
AU  - Granato, Sam
AU  - Transportation Research Board
TI  - Getting Innovative Traffic Forecasting Model Networks "In Shape" Quickly Using GIS Datasets
PY  - 2006
SP  - 10p
AB  - The development of travel demand model networks from geographic information system (GIS) datasets is described, based on work done for multi-state metropolitan planning agencies, project studies in small city settings, and a statewide traffic forecasting model. Various public access multi-jurisdictional GIS street layers were used to create such networks, based on their availability and any enhancement by local agencies, and they are compared based on various criteria for “model readiness.” These include how “data-rich” they are, how well they overlay (or otherwise join) other GIS datasets with necessary data, how accurately/properly they depict traffic access patterns, if the density of endpoints/nodes is appropriate to the task, and street segment connectivity through such nodes. Data were joined to networks from a variety of sources, some of which are not traditionally used in travel forecasting including railroad crossings and roadway curve and grade files. The modeling philosophy utilized in all these settings follows that developed for Cedar Rapids, Iowa in the 1990’s, and comparable levels of success are documented for base year model validation along with proper sensitivity to roadway and traffic control features in developing project design year forecasts.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Data files
KW  - Geographic information systems
KW  - Small cities
KW  - Traffic forecasting
KW  - Travel demand
UR  - https://trid.trb.org/view/804971
ER  - 

TY  - CONF
AN  - 01044631
AU  - Durham, Mack
AU  - Gallagher, Susan
AU  - Transportation Research Board
TI  - Bozeman Bicycle Network Plan
PY  - 2006
SP  - 13p
AB  - The Bozeman Bicycle Network plan is needed to alleviate the issues facing the cyclists of the Bozeman area. The current bike system is disconnected; sections begin and end in areas without any lanes or designated bike routes. Many bike paths were constructed in a piece-meal fashion, without regard to how they would affect the bike network as a whole. This plan develops a priority ranking system for sections of road that would benefit from improved bicycle facilities. The ranking system will be used by the Bozeman Area Bicycle Advisory Board (BABAB) and city planners as a tool when deciding how best to utilize funds earmarked for future bicycle infrastructure improvements. The researchers performed a Bicycle Level of Service (BLOS) calculation on streets identified by area cyclists as major cycling thoroughfares. This allowed the study to determine the road treatments required to improve roads with a poor level of service. The resulting top eighteen recommended bicycle infrastructure projects were then rated using criteria such as connectivity, latent demand, ease of implementation, and cost. The criteria were weighted in relation to one another and an overall score was found for each road section. This research will be used to direct funds to bicycle infrastructure improvements providing the greatest benefit to the Bozeman bicycle network.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Bicycle facilities
KW  - Bicycle lanes
KW  - Bikeways
KW  - Bozeman (Montana)
KW  - City planning
KW  - Financing
KW  - Fund allocations
KW  - Improvements
KW  - Level of service
KW  - Network analysis (Planning)
UR  - https://trid.trb.org/view/804983
ER  - 

TY  - CONF
AN  - 01044630
AU  - Eisele, William L
AU  - Toycen, Casey M
AU  - Transportation Research Board
TI  - Evaluating the Relative Safety of Access Management Treatments in Micro-Simulation
PY  - 2006
SP  - 15p
AB  - This paper summarizes the findings of research sponsored by the Southwest Region University Transportation Center (SWUTC) to identify and quantify appropriate operational and safety performance measures that can be used for investigating access management treatments. Specifically, the research had three objectives: 1) assess the state-of-the-practice relative to performance measures that are applicable to access management roadway improvements and identify existing and/or new measures—particularly measures that can capture the safety benefits of access management treatments, 2) perform micro-simulation using the identified measures on two selected case study corridors and on three theoretical corridors to demonstrate the application of the measures, and 3) develop guidance for applying the performance measures for evaluating roadway improvements that include access management treatments (e.g., raised medians, driveway consolidation). This paper will be useful to practitioners as it identifies desirable input and output characteristics for individuals selecting a micro-simulation tool to use for assessing the impacts of access management treatments. It also identifies surrogate safety measures related to time-to-collision (TTC), and incorporates them into a micro-simulation model (VISSIM) as a demonstration of how both safety and operational impacts might be investigated in the same software package. Generally, the results appear intuitive—particularly at lower volumes and for the theoretical corridors. The paper also cautions that corridor improvements are very case specific and emphasizes how micro-simulation, when calibrated appropriately to field conditions, provides a useful tool to estimate the effects of combined corridor characteristics (operational and safety). Finally, the paper concludes with future research needs that can enhance the state-of-the-practice in this area.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Access control (Transportation)
KW  - Case studies
KW  - Improvements
KW  - Microsimulation
KW  - Performance measurement
KW  - Surrogate safety measures
KW  - Transportation corridors
KW  - VISSIM (Computer model)
UR  - https://trid.trb.org/view/804980
ER  - 

TY  - CONF
AN  - 01044629
AU  - Shar, Heather
AU  - Anderson, Michael David
AU  - Transportation Research Board
TI  - Discrete Event Simulation of Forecasted Non-Urban Freight Movement
PY  - 2006
SP  - 6p
AB  - Alabama is home to 12 Metropolitan Planning Organizations (MPOs) covering portions of 14 counties. Outside of these MPO boundaries, in the remaining 53 counties, roadway planning is limited in scope due to the time and data needed to build a comprehensive and accurate roadway model. The Alabama Transportation Infrastructure Model (ATIM), currently under development at the University of Alabama in Huntsville, has the potential to assist non-urban community and roadway planners in more accurately forecasting the impact of economic development and associated freight generation on their local roadways. The ATIM incorporates the major highway network of the entire state of Alabama and links the multiple MPOs in urban areas, allowing for identification of congested roadway sections outside of the MPO jurisdictions. It also allows simulation and comparison of alternative congestion relief strategies and their impact on the transportation system performance. By providing a more precise understanding of freight movement between MPO boundaries, the ATIM promises to assist both rural areas and the MPOs in planning for future growth due to industry development throughout the state.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Alabama
KW  - Discrete event simulation
KW  - Economic development
KW  - Forecasting
KW  - Freight generation
KW  - Freight transportation
KW  - Highway planning
KW  - Impacts
KW  - Metropolitan planning organizations
KW  - Rural areas
KW  - Strategic planning
KW  - Traffic mitigation
UR  - https://trid.trb.org/view/804991
ER  - 

TY  - CONF
AN  - 01044628
AU  - Motuba, Diomo
AU  - Smadi, Ayman
AU  - Transportation Research Board
TI  - Potential Use of GPS Data for Calibrating Travel Demand Models
PY  - 2006
SP  - 10p
AB  - The ability of travel demand models to accurately represent travel behavior is largely dependent on the availability of reliable and up to date data. Most transportation agencies have access to traditional network data (i.e., geometry, traffic control, traffic counts, etc). However, there are areas of serious data deficiencies, including: trip-making behavior and network performance data to support model calibration. In fact, recent travel survey data are rarely available, especially for the smaller Metropolitan Planning Organizations (MPOs). As for traffic data, they are often developed in absence of careful consideration of their potential use in the travel demand model calibration. There have been several efforts to automate some data collection functions for supporting planning models. These efforts generally rely on Global Positioning System (GPS)-based travel data collection devices, replacing the traditional paper-based trip diaries. These devices provide a relatively easy user interface while increasing data accuracy (spatial and temporal trip characteristics). An added benefit of these systems is their ability to generate additional data such as speed, travel time, and delay about network routes. This information is very valuable in supporting travel demand model calibration and measuring the performance of the system. This presentation reports on a pilot study to establish route-specific travel time performance measures using one GPS unit. The main focus of the study was not the travel behavior characteristics of the driver, but rather to measure the performance of key routes under seasonal, time-of-day, and day-of-week variations. Four volunteer drivers in the Fargo, North Dakota and Moorhead, Minnesota area who each took turns using the GPS to track their daily trip to and from work were used for the pilot. The data were downloaded weekly and transferred into a Geographic Information System (GIS) for easy viewing and data management. Route information such as travel time, speed, and congestion variations were clearly identified by the unit. Sample data and analysis are shown, demonstrating the value of this method to enhance travel demand model calibration, even with a small number of participants.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Calibration
KW  - Data collection
KW  - Data management
KW  - Fargo (North Dakota)
KW  - Geographic information systems
KW  - Global Positioning System
KW  - Mathematical models
KW  - Moorhead (Minnesota)
KW  - Pilot studies
KW  - Small cities
KW  - Traffic congestion
KW  - Traffic speed
KW  - Travel demand
KW  - Travel time
UR  - https://trid.trb.org/view/804973
ER  - 

TY  - CONF
AN  - 01044627
AU  - Swauger, Lane W
AU  - Transportation Research Board
TI  - Which Came First? The SR 386 Area Study
PY  - 2006
SP  - 12p
AB  - Achieving the goal of integrating transportation and land use planning remains a formidable challenge in many geographical areas in the United States. Policy formulation and planning practices at state, regional, county and local jurisdictional levels vary, and most remain in a relatively nascent state relative to the integration issue -- the fundamental question of “Which came first? Land use or transportation planning?”. This paper presents a summary of key findings from a small area transportation study located in Sumner County and the City of Gallatin, Tennessee. Through this study, the regional metropolitan planning organization, the Nashville Area MPO, sought to develop a prototypical approach in the development of a multimodal transportation network in high-growth areas of the Nashville metropolitan region. Emphasis is placed on the basic process used to approximate and quantify the study area development impact on regional travel demand, and vice versa, while providing short-term tools to guide private development by tying specific development back into the regional vision consistent with public sector investments, development review ordinances and process.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Gallatin (Tennessee)
KW  - Land use planning
KW  - Metropolitan planning organizations
KW  - Multimodal transportation
KW  - Nashville Metropolitan Area
KW  - Small cities
KW  - Transportation planning
KW  - Travel demand
UR  - https://trid.trb.org/view/804984
ER  - 

TY  - CONF
AN  - 01044626
AU  - Thieman, Suzette
AU  - Transportation Research Board
TI  - Strategic Transportation, Environmental Planning Process for Urbanizing Places (STEP UP)
PY  - 2006
SP  - 11p
AB  - This report was prepared at the completion of Phase I of the Strategic Transportation, Environmental and Planning Process for Urbanizing Places (STEP UP) environmental streamlining pilot project. This project was initiated by the Federal Highway Administration (FHWA), the US Environmental Protection Agency (EPA), the Colorado Department of Transportation (CDOT) and the North Front Range Metropolitan Planning Organization (NFRMPO) to evaluate procedures and tools that would result in improved transportation, land use and environmental planning. The report documents the efforts conducted under Phase I and provides recommendations for Phase II. As part of the project, a new model planning process was developed to incorporate environmental data and agency review at the earliest stages in transportation planning. An application was designed to provide a user-friendly interface to accomplish each step in the modified process and produce a reusable database of projects and environmental data. All environmental data should be based in a geographic information system (GIS) for display on maps within the application. A web-based collaborative application and statewide environmental database will be required in order to support the model planning process. Implementation of the STEP UP process will require short-term steps to test the model planning process and long-term steps to successfully implement the overall program at a statewide level. The outcomes from this process can be used by local, regional, state and federal agencies in their respective planning activities.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - City planning
KW  - Colorado
KW  - Environmental data
KW  - Environmental policy
KW  - Geographic information systems
KW  - Land use planning
KW  - Strategic planning
KW  - Transportation planning
KW  - Urban growth
KW  - Urbanization
UR  - https://trid.trb.org/view/804999
ER  - 

TY  - CONF
AN  - 01044625
AU  - Schiff, Davida
AU  - Jones, Steven L
AU  - Transportation Research Board
TI  - Importance of Modeling Ozone Formation Attributable to Rural Interstate Traffic
PY  - 2006
SP  - 15p
AB  - The relationships between transportation, air quality, and human health have been well studied, but for the large part it has been confined to the urban environment. A review of current transportation and air quality literature shows increasing concern for rural air quality, but a gap remains in modeling the effects of transportation on rural interstates and studies examining air quality and human health in communities nearby the interstate. Since 1985, the amount of vehicle miles traveled (VMT) on rural interstates has significantly increased, and the VMT for trucks has almost doubled in the southeastern United States. In 1997 the National Ambient Air Quality Standards for ground level ozone were redefined, classifying several rural areas as non-attainment areas. Also, the National Environmental Policy Act (NEPA) of 1969 characterizes air quality problems resulting from vehicle emissions to be regulated as cumulative and secondary impacts. The rural setting deserves special consideration because of its unique environment rich in biogenic sources, one of the precursors of tropospheric ozone production. The formation of ground level ozone results from a series of complex photochemical reactions involving Nitrogen Oxides (NOx) and Volatile Organic Compounds (VOCs). The surrounding VOCs from biogenic sources create a NOx-limited environment that provides the potential for substantial ozone production when vehicle emissions release NOx into the atmosphere on rural interstates. This project was a review of the current modeling efforts in both the United States and in Europe. While large scale 3-D regional studies in the United States are including rural areas, the grid resolution is still much too large to look at the effects of a single roadway. European studies are beginning to look at much finer resolutions, and develop programs to consider rural areas. As rural transport continues to increase, both within the U.S. and between the U.S. and Mexico and Central America, the deterioration of air quality in this rural area will only proliferate. The transportation community has addressed the issue of rural ozone only as part of a state implementation plan (SIP), and not as a secondary or cumulative impact of a transportation facility in a rural area. From a regulatory standpoint and an environmental health standpoint, the impact of vehicle emissions in rural areas merits further investigation.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Air quality
KW  - Air quality models
KW  - Europe
KW  - Interstate highways
KW  - National Ambient Air Quality Standards
KW  - National Environmental Policy Act of 1969
KW  - Nitrogen oxides
KW  - Nonattainment areas
KW  - Ozone
KW  - Public health
KW  - Rural areas
KW  - Southeastern United States
KW  - United States
KW  - Vehicle miles of travel
KW  - Volatile organic compounds
UR  - https://trid.trb.org/view/804997
ER  - 

TY  - CONF
AN  - 01044624
AU  - Jamei, Bahram
AU  - Mann, William W
AU  - Transportation Research Board
TI  - New Approach for Updating Highway Functional Classifications
PY  - 2006
SP  - 15p
AB  - The American Association of State Highway and Transportation Officials (AASHTO) “Green Book” states that highway functional classification is an important tool in comprehensive transportation planning. It suggests grouping all roadways in a metropolitan area based on the degree to which each roadway provides land access or mobility. Freeways and local roadways are easy to classify. It is the collectors and minor arterials that are more difficult and subject to biases by the engineer creating the classifications. To eliminate ambiguities, engineers usually turn to defining a variable(s), quantifying it and then using guidelines to label them. Virginia Department of Transportation (VDOT) engineers have used trip lengths to review the functional classifications of all roadways in Northern Virginia. Trip length is a variable that can be determined for every link in the highway network and can be done for any other area, provided that area has a trip table and a highway network. Most areas with a population of 250,000 have these data. Functional classification in Northern Virginia, as well as in most regions, is dynamic as new roadways are built and old roadways are upgraded. Also, transportation planning consultants change some of the gray area classifications (for example, collector versus minor arterial) to make the transportation models behave better. This re-look at the functional classifications for Northern Virginia was done by quantifying the average vehicle trip length for all links (over 15,000) in the network. Using the current functional classifications, the average (and standard deviation) trip length by classification and by jurisdiction was determined. This trip length analysis showed:  Distinct differences between roadway classifications, distinct differences between urban and suburban roadways, and anomalies in the functional classifications. For the next step, it is suggested that the anomalies be addressed and “fixed” to see if that improves the travel forecasting process.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Forecasting
KW  - Functional classification
KW  - Highway classification
KW  - Northern Virginia
KW  - Suburban highways
KW  - Transportation planning
KW  - Travel demand
KW  - Trip length
KW  - Types of roads
KW  - Urban highways
UR  - https://trid.trb.org/view/804992
ER  - 

TY  - CONF
AN  - 01044623
AU  - Brown, Gregory
AU  - Transportation Research Board
TI  - Successful Use of Public Involvement Tools - Johns Pass Bridge Project
PY  - 2006
SP  - 13p
AB  - The United States is considered a democratic nation, one that is built on freedom of speech and a place where your opinions have some value. That ideology was implemented by the Florida Department of Transportation (FDOT) in cooperation with the communities of Treasure Island and Madeira Beach about three years ago. In addition to other public involvement techniques, the FDOT formed an Aesthetics Advisory Committee (AAC) consisting of representatives of the Cities of Madeira Beach and Treasure Island - the two communities directly affected by the project. The AAC provided the FDOT with input regarding aesthetic features for the low-level bascule bridges and roadway approaches associated with replacing the existing John Pass Bridges in Pinellas County, Florida. The plan was to engage the public’s interest, promote awareness and obtain feedback on how transportation related design projects are accomplished. In Florida, the need for new, widened and reconstructed roads and bridges is great and continues to be a major concern for transportation professionals, policymakers and residents who have to deal with the lack of a good transportation system in small and medium-sized communities. The Johns Pass Bridge project is an excellent example of how public involvement can be effective in the conceptual planning and design phases of transportation projects. This paper and presentation examines proven public involvement techniques used by the FDOT. It addresses the successful tools of public involvement and public awareness plans, public workshops, kiosks at community events, door-to-door surveys, and other public involvement techniques for transportation decision making. It also demonstrates the successful tools FDOT and consultants use to expedite this process and solicit the public’s input that serves the interest of all stakeholders. The success of these public involvement techniques can be applied to the planning of projects in small and medium–sized communities.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Aesthetics
KW  - Bridge design
KW  - Decision making
KW  - Highway bridges
KW  - Madeira Beach (Florida)
KW  - Medium sized cities
KW  - Public participation
KW  - Replacement (Bridges)
KW  - Small cities
KW  - Treasure Island (Florida)
UR  - https://trid.trb.org/view/804978
ER  - 

TY  - CONF
AN  - 01044622
AU  - Schutz, Jerry B
AU  - Transportation Research Board
TI  - Using Simplified Regression Analysis in Financial Planning for an MTP, or Seeing the Forest for the Trees
PY  - 2006
SP  - 9p
AB  - Any metropolitan planning organization (MPO) faces significant uncertainties when developing financial constraint figures for the metropolitan transportation plan (MTP). These uncertainties focus on fluctuating allocations from various sources, but also complete loss of sources or appearance of new sources. Dealing with new sources and loss of existing sources of income in the short term can be vexing, and almost impossible to deal with in the long term. One approach to avoiding these types of pitfalls is to base revenue projections on historical revenue growth patterns. FHWA-FTA Fiscal Constraint Guidance, June 27, 2005, says, “States, MPOs, and transit operators may project and assume Federal revenues for the out-years based on a trend line projection.” This paper describes the use of MS Excel functions to project future revenue streams using a “forest for the trees” approach, not just for Federal funds, but for all transportation funds. It also describes the need to have valid historical data, test various scenarios, and apply common sense when adopting the results.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Financial planning
KW  - Forecasting
KW  - Metropolitan planning organizations
KW  - Regression analysis
KW  - Revenues
KW  - Transportation planning
UR  - https://trid.trb.org/view/804987
ER  - 

TY  - CONF
AN  - 01044621
AU  - Shannon, Robert
AU  - Transportation Research Board
TI  - The Bridge Between NEPA and Corridor Studies: The Story of Northern Bridge Corridor Study
PY  - 2006
SP  - 11p
AB  - The Northern Bridge Corridor Study (Study) was developed to identify a northern component of a future regional beltway around the cities of Bismarck and Mandan, North Dakota. The Study focuses on roadway alignments west of US Highway 83, following ND Highway 1804 west towards the Missouri River valley. The cities of Bismarck and Mandan are divided by the natural boundary of the Missouri River. Currently, three bridges exist between the two cities of medium population size: Bismarck with 56,619 and Mandan with 16,969. As the cities were developing the City of Bismarck Growth Management Plan and Bismarck-Mandan Metropolitan Area Long Range Transportation Plan (Plan) it was evident that most of the growth of the cities was located in the northern sections, and was occurring at a rapid rate. This fast paced development would potentially cause land use conflicts and increase the need for transportation systems in unanticipated locations. The Plan identified a need for a northern and southern beltway around the two cities. The first priority was to develop the northern beltway and river crossing. The Plan recommended preserving a corridor for a river crossing corridor now—before even more development occurs in the area. The BMMPO (Bismarck Mandan Metropolitan Planning Organization) completed a Fringe Area Road Master Plan1(Road Master Plan) in 2003 that identified future arterial and collector streets and their alignments in areas outside the cities’ corporate limits. The Road Master Plan considered the two proposed river crossing locations identified in the Plan, but deferred recommendation of a river crossing location to a future study. Additionally, the city of Bismarck prepared a Growth Management Plan in 2003. The purpose of the City of Bismarck Growth Management Plan2 was to help manage change in growing areas of the city. The Growth Management Plan confirmed that rural non-farm growth was significantly on the rise immediately north of Bismarck, with city services anticipated to extend to within 1-mile of ND Highway 1804 within the next 15 years. It also recommended preservation of a corridor for a future northern river crossing and the creation of greenway corridors. While the Growth Management Plan was being developed, the city of Bismarck placed a temporary moratorium on new residential subdivision plats within the extraterritorial limits of the city of Bismarck. This moratorium extended from January 2, 2003 until September 30, 2003. The cities of Bismarck and Mandan extended their extraterritorial limits. To assist in managing the growth experienced and projected in the extraterritorial areas, the city of Mandan extended their extraterritorial limits from one to two miles, and the city of Bismarck extended their extraterritorial limits from two to four miles beyond their respective city limits. In preparation for the Study, the BMMPO conducted a cultural resource survey of the proposed study area in 2002. This survey identified historic properties that could preclude the development of potential alignments for the Northern Bridge Corridor. The cultural resource survey was approved by the SHPO (State Historic Preservation Officer) and consultation with tribal affiliates was conducted by the NDDOT (North Dakota Department of Transportation) Cultural Resource staff. The Plan recommended a detailed corridor study to identify and preserve ROW for various portions of a regional beltway proposed to connect ND State Highway 25 in Morton County and US Highway 83 in Burleigh County. In July 2003, the BMMPO selected KL&J (Kadrmas, Lee & Jackson, Inc.) to develop the Study. This Study was a vast change from other corridor studies that had been previously done in North Dakota. Three main components bridged the gap between NEPA (National Environmental Policy Act of 1969) and corridor studies with this Study: environmental issues/NEPA, intensive public involvement program, and detailed engineering analysis/implementation strategy.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Bismarck (North Dakota)
KW  - Cultural resources
KW  - Growth management
KW  - Highway corridor preservation
KW  - Highway corridors
KW  - Land use planning
KW  - Long range planning
KW  - Mandan (North Dakota)
KW  - Medium sized cities
KW  - Metropolitan planning organizations
KW  - National Environmental Policy Act of 1969
KW  - Right of way (Land)
KW  - Urban growth
UR  - https://trid.trb.org/view/804998
ER  - 

TY  - CONF
AN  - 01044620
AU  - Godfrey, David
AU  - McMahon, Ellen
AU  - Schoneman, Noel
AU  - Transportation Research Board
TI  - Six Hints for Better Public Process
PY  - 2006
SP  - 7p
AB  - Public process is the method by which agencies most directly measure the pulse of the customers they serve, and by which the public has its most direct opportunity to make its voice heard. It can be used to help evaluate specific project concepts, such as traffic calming options for a neighborhood, or used to set broad policy directions, such as determining the best course for community planning decisions. At its best, public process allows public officials to genuinely understand and respond to the clearly expressed interests of the community. At its worst, it conjures images of unruly groups unfairly attacking the misunderstood city official. It is difficult to conduct effective public process; this is why many professionals have negative experiences and dread the thought of “neighborhood meetings”. The City of Kirkland uses public process extensively in a range of transportation related settings. Through this experience, the city has had the opportunity to discover what kinds of process works best and how to avoid common pitfalls. The paper offers six hints or principles for better processes. Each is illustrated with examples from actual field work. The principles are universal enough to be readily transferable to other jurisdictions and are useful in any situation where public process is needed. The six hints are: 1. Define a clear process – people like to know what to expect; 2. Allow venting – this must be done before progress can be made to a solution; 3. Remain interest oriented – positional arguments often cloud the real issues; 4. Push the process down – let the community own the solution; 5. Notify everybody about everything often – thorough communication builds trust; 6. Be flexible – protect your interests but be willing to let the group find a solution that may be unexpected.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - City planning
KW  - Guidelines
KW  - Kirkland (Washington)
KW  - Public hearings
KW  - Small cities
UR  - https://trid.trb.org/view/804976
ER  - 

TY  - CONF
AN  - 01044619
AU  - Kresich, Dianne
AU  - Decker, Stephen
AU  - Transportation Research Board
TI  - Developing a Consistent, Flexible, and Defensible Methodology for State and Regional Transportation Planning
PY  - 2006
SP  - 10p
AB  - A decade ago, long-range transportation planning in Arizona was an unstructured process that was often inconsistent and dependent on parochial interests and political influence. That era ended in 2000 when the State Legislature enacted legislation requiring that long-range planning be guided by specific performance measures. The Arizona Department of Transportation (ADOT) was assigned responsibility for applying these measures to the planning process. In 2001, the effort began on Move Arizona – known as MoveAZ – the Arizona long-range transportation plan that succeeded in creating tools with which ADOT could evaluate and prioritize transportation improvements over a 20-year timeframe. While the MoveAZ plan was notable for advancing transportation planning in Arizona into an era of performance-based planning, the opportunity to improve upon its methodology became apparent as ADOT embarked on the plan’s update. ADOT is presently launching the update to MoveAZ through a series of twelve Regional Transportation Profiles that will, unlike the earlier plan, address every segment of the state highway system. To ensure consistency in the identification and evaluation of potential highway improvements across a wide variety of conditions throughout the state, the Profiles will each adhere to performance-based planning techniques outlined in detail by the "Regional Transportation Profile Guidelines." The Guidelines, which employ a version of the Highway Economic Requirements System – State (HERS-ST) that has been uniquely adapted to reflect data specific to Arizona, form the foundation of the analysis of needs and deficiencies, as well as the identification of project improvements.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Arizona
KW  - Guidelines
KW  - Highway Economic Requirements System
KW  - Highways
KW  - Improvements
KW  - Long range planning
KW  - Methodology
KW  - Regional planning
KW  - Transportation planning
UR  - https://trid.trb.org/view/804988
ER  - 

TY  - CONF
AN  - 01044618
AU  - Smadi, Ayman
AU  - Transportation Research Board
TI  - Supporting Transportation Planning in Small MPOs Through Partnerships and Innovative Methods
PY  - 2006
SP  - 12p
AB  - Metropolitan Planning Organizations (MPOs) must develop and maintain transportation planning models to support a multitude of system decisions and transportation and land use policies. The main components of transportation planning models include: travel demand estimation, calibration, and network performance assessment. Evaluating the network performance is a straight forward process which compares estimated service levels to those established by each community. However, the model must be calibrated before future traffic levels are examined. Traffic counts on key routes usually receive great attention during calibration and they may trigger conflicts among state and local agencies. Estimating travel demand involves predicting the number of trips by activity. Although the basic principles used to estimate trips are straightforward, applying them to accurately capture trip making behavior gets to be a tricky endeavor. The availability and quality of local data may be the most critical obstacle that MPOs must face when estimating travel demand. This problem becomes even more acute in small MPOs which lack the resources to undertake significant primary travel data collection. The lack of data also impacts the ability to calibrate models to reflect an area’s unique characteristics and allow reliable future forecasts. Further, in many instances, the smaller MPOs lack the staff resources and expertise necessary to develop, run, and maintain transportation planning models. Many smaller MPOs have difficulty recruiting or retaining skilled transportation modelers. This paper presents an innovative approach that uses a partnership between academia, local, state, and federal transportation agencies to meet transportation modeling demands in North Dakota. The program consolidates all model development, enhancements, and maintenance at the Advanced Traffic Analysis Center (ATAC) at North Dakota State University, to maintain all travel demand models in North Dakota. Further, ATAC is the sole entity designated with the role of running models in support of various MPO, state DOT, and consultant needs. The paper discusses the approach to establishing the program, lessons learned, and challenges.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Calibration
KW  - Forecasting
KW  - Innovation
KW  - Lessons learned
KW  - Local data
KW  - Mathematical models
KW  - Metropolitan planning organizations
KW  - North Dakota
KW  - Partnerships
KW  - Small cities
KW  - Transportation planning
KW  - Travel demand
UR  - https://trid.trb.org/view/805006
ER  - 

TY  - CONF
AN  - 01044617
AU  - Schuetz, Petra
AU  - Transportation Research Board
TI  - When Big Projects Come to Smaller Places: The Communication Challenge
PY  - 2006
SP  - 13p
AB  - In early summer 2005, the Eugene-Springfield, Oregon area (250,000 pop.) was about to experience the largest, most complex highway preservation project that the community had seen in a generation. The I-105 Improvement Project would require five unique full-lane closure stages over a 66-day, 24-hr schedule; affecting 66,000 daily trips amidst a busy summer events schedule. The Oregon Department of Transportation (ODOT) recently began supporting a new philosophy in public outreach by contracting communications efforts with the respective community agencies affected by major State construction projects. For the I-105 Improvement Project, ODOT contracted with Lane Council of Governments (LCOG). A complex project and few resources prompted unique partnerships, leveraging funds and expertise between regional partners and developed into an innovative communications structure that yielded a successful campaign. Among the primary implementation tools was www.keepusmoving.info, a project website that became the nexus for information and material exchange for several diverse stakeholder interests. The plan also leveraged resources from the regional transportation options program, prompting a spike in community interest for demand management services, and maintained an active 13-agency congestion mitigation group that continues to evolve based on the efforts of the I-105 project scope. Performance measurement was a key component to this project that should affect future policy language in long-range plans. A principal goal was to evaluate the planning and implementation process with quantitative and qualitative data and to analyze travel behavior and programs' successes against the existing regional traffic modeling system. The end product is an objective evaluation document that will be presented to ODOT to use as a tool for future communications efforts. In this presentation and paper, hear how a smaller community built a successful campaign around a large project with unique ideas, public-private partnerships and analysis of performance measures that strengthened the transportation planning process at all levels. Sharing elements of the evaluation tool may help other small communities leverage their limited resources and learn what worked well and what could have been executed better as LCOG shares a set of results and recommendations for replication.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Communication
KW  - Construction projects
KW  - Eugene (Oregon)
KW  - Highway maintenance
KW  - Improvements
KW  - Interstate highways
KW  - Lane closure
KW  - Medium sized cities
KW  - Performance measurement
KW  - Public private partnerships
KW  - Public relations
KW  - Traffic mitigation
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/804977
ER  - 

TY  - CONF
AN  - 01044616
AU  - Chelius, Timothy G
AU  - Schiavi, Bill
AU  - Transportation Research Board
TI  - Local Road Safety Audits: A New Approach to an Old Problem
PY  - 2006
SP  - 13p
AB  - This paper presents the South Jersey Transportation Planning Organization (SJTPO) Local Road Safety Audit Program, which identifies and implements low-cost, quick turnaround safety improvements in Southern New Jersey. The recent passage of SAFETEA-LU raises the profile of safety planning and operations in Metropolitan Planning Organizations (MPOs). Since a disproportionate number of crashes occur on local, and often rural, two lane roads, SJTPO saw the need to develop a program to access federal safety funds for projects that could deliver an immediate benefit, and would be appropriate for implementation by local governments. According to the Federal Highway Administration (FHWA), Road Safety Audits (RSAs) are a formal examination of an existing or future road or traffic project by an independent team of trained specialists. The main objectives of an RSA are to address the safe operation of a roadway and prepare a report that identifies potential safety problems. RSAs have been successfully employed in several states and in other countries, but infrequently at the local level. RSAs can raise awareness among local decision-makers by identifying low-cost, quick turnaround safety improvements that are expected to yield immediate safety benefits. SJTPO’s program is one of the first local programs of its kind, utilizing federal planning funds to systemically identify local road segments of concern, organize a team of independent specialists under the direction of an MPO, engage a consultant team for the audits and secure federal funding for recommended improvements. The SJTPO Program has been endorsed by the FHWA as a systematic way to identify safety projects, which enables the improvements to be funded with federal STP-SY funds. FHWA and the Roadway Safety Foundation recently selected SJTPO for a National Roadway Safety Award, and to date, over $1.5 Million in safety projects are complete or programmed on local roadways in SJTPO as a result of the RSA Program. With the opportunities afforded by SAFETEA-LU, local agencies can benefit from the RSA techniques employed by SJTPO.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Federal aid
KW  - Local government
KW  - Low cost
KW  - Metropolitan planning organizations
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Safety audits
KW  - Safety improvement projects
KW  - South Jersey Transportation Planning Organization
UR  - https://trid.trb.org/view/804995
ER  - 

TY  - CONF
AN  - 01044615
AU  - Huntsinger, Leta F
AU  - Stone, John R
AU  - Khattak, Asad J
AU  - Transportation Research Board
TI  - Planning Analysis Toolbox for Small Urban Areas in North Carolina
PY  - 2006
SP  - 10p
AB  - The North Carolina Department of Transportation (NCDOT) develops analysis tools for use in the evaluation of transportation plans, the calculation of project-level travel forecasts, and for use in air quality analysis. The development of these tools can be costly and time consuming. In most cases a similar approach to model development is applied across the board, irrespective of the size of the community or the transportation issues or policies that need to be evaluated in a given community. This approach can lead to an over investment of time and resources in some models and an under investment of time and resources for other models. To create a more efficient and consistent analysis process NCDOT sponsored research to develop a set of best practice guidelines for transportation planning analysis for various sized communities across North Carolina. The research focused on North Carolina communities whose populations ranged from under 5,000 up to 50,000. In addition to community size, various transportation and community issues were considered. The premise of the research is that such issues, as well as study area size and population should determine the type and complexity of the travel forecasting tools. To test this premise the research team evaluated several forecasting tools and techniques including trend line analysis, a manual allocation approach, and a North Carolina Quick Response (NC-QRM) method. This paper provides an overview of the analysis tools and techniques recommended by the researchers for communities with population less than 50,000. In addition to an introduction of the analysis tools, the paper presents two planning approaches that can supplement the forecasting tools and two decision support systems that can assist the analyst in the selection of tools most appropriate to meet the needs of their community.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Best practices
KW  - Decision support systems
KW  - Guidelines
KW  - North Carolina
KW  - Planning
KW  - Small cities
KW  - Traffic forecasting
KW  - Transportation planning
UR  - https://trid.trb.org/view/804974
ER  - 

TY  - CONF
AN  - 01044614
AU  - Bricka, Stacey
AU  - Transportation Research Board
TI  - Design Considerations to Mitigate Non-Response in Regional Household Travel Surveys
PY  - 2006
SP  - 11p
AB  - Household travel surveys provide demographic and travel behavior details that inform the transportation planning process in general and regional travel demand modeling in particular. They are typically conducted about once every 10 years, based largely on the availability of funding. These surveys document details such as mode of travel, time of day that travel is taking place, and the reasons for travel. The data are used to generate trip rates, build origin-destination tables, and update other assumptions used in the development of a regional travel demand model. They also help to inform policy decisions and prioritize infrastructure investments. Since the late 1970s, most household travel surveys in the US have been conducted using a combination of telephone and mail. Households are randomly sampled, contacted about participating in the study, and, if amenable, are provided with travel logs or diaries for household members to use to document their travel for a specific time period, most often 24-hours. They are either recontacted by telephone to retrieve their travel information or asked to mail these logs back to a central location for processing. The final data sets provide detailed travel behavior information for the region. Despite the importance of this data in planning for the region’s mobility needs and addressing critical transportation-related questions, not all sampled households participate in household travel surveys. Some refuse to participate because of the intrusiveness or time associated with the task of recording all travel for the 24-hour period or because they feel disenfranchised. These refusals are sometimes direct (“don’t call me again!”) and sometimes indirect (they don’t answer their phones). A second group of respondents might be interested in responding but are not home when the telephone interviewers attempt to contact them. A third respondent type includes those without telephones or with cellular-only service, who are not included in a random telephone sample so they are not called at all. All these households travel in the region and contribute to the congestion and other problems to be addressed in the planning process. “Non-response” is a term typically used to refer to the phenomenon that not all sampled households opt to participate in a survey. It is typically measured through comparing the demographics of participating households to the study area population (typically using census data). While slight variations between the population and sample are to be expected, certain sub-population groups tend to be consistently under-represented in the sample. Prior research has shown these groups to include one-person/one-worker households, larger households, lower income households, and minority households. The purpose of this paper is to summarize the population subgroups commonly under-represented in travel surveys, focusing primarily on studies in small and medium-sized communities. A synthesis of the non-response findings from those studies is presented and categorized. For each group, specific design and procedural recommendations effective in other studies are presented. This is followed by a case study of how a transportation planner can use census data to pre-identify potential non-responders in a given region, and how to select methods or processes to mitigate non-response in that region’s travel survey. The important consideration is that these improvements can be built into the design at the start of the study, thus avoiding costly survey corrections while enriching the representativeness of the final data set in an efficient manner. The result is a step-by-step plan for identifying potential non-respondents up front and ensuring that the travel survey design incorporates measures to attract and maintain these groups in the final data set.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Census
KW  - Households
KW  - Medium sized cities
KW  - Nonresponse (Surveys)
KW  - Small cities
KW  - Transportation planning
KW  - Travel surveys
UR  - https://trid.trb.org/view/805000
ER  - 

TY  - CONF
AN  - 01044613
AU  - Ashby, Matthew J
AU  - Transportation Research Board
TI  - PlanCheyenne - Co-Planning for MPOs
PY  - 2006
SP  - 7p
AB  - Co-Planning is a term used to describe the integrated planning process used by the Cheyenne Metropolitan Planning Organization’s (MPO's) flagship project, PlanCheyenne. PlanCheyenne is a comprehensive plan for the Cheyenne Urban Area, updating a 1992 plan and several neighborhood-specific updates. The three elements that have helped to establish this plan as an effective tool for the community include taking a comprehensive look at the issues, communicating in an intuitive manner, and collaborating with multiple organizations for success. Previous planning efforts lacked the effective tools desired by staff to implement the plan. A truly comprehensive plan should include a focus on what the staff and community want to achieve with the plan, and provide tools to help achieve those goals. Additionally, the minimal incorporation of concepts from agencies and organizations beyond the MPO and City Planning Offices create an atmosphere where previous plans were disregarded as something required simply to meet federal regulations. By taking a comprehensive and inclusive approach, a plan can align diverse organizations with common goals to achieve success. Inherently, plans that are not well-organized and intuitive for the end-user do not effectively communicate the goals of the plan and become less useful as the original drafters of the plan depart from the organization. Innovative communication techniques have helped to create a format for the plan that is useful and intuitive, while efficiently transferring the ideas expressed within the plan. Integrated planning builds broad support for the concepts illustrated in the plan and provides an added layer of validity to the plan. By creating a collaborative process the plan, strategic defense of the plan during the adoption process becomes easier and increases the overall effectiveness of a plan. The keys to organizing and completing an innovative, effective and integrated plan hinge on the what the Cheyenne MPO terms “Co-Planning,” based on creating collaborative partnerships, communicating effectively and efficiently, and creating a product that is comprehensive in addressing the needs of the community. When properly implemented in a planning process, these elements can result in a plan that is successful in process and achievable in practice.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Cheyenne (Wyoming)
KW  - City planning
KW  - Communication
KW  - Metropolitan planning organizations
KW  - Partnerships
KW  - Small cities
UR  - https://trid.trb.org/view/804975
ER  - 

TY  - CONF
AN  - 01044612
AU  - Stewart, John R
AU  - Transportation Research Board
TI  - US-280 Access Management - Managing Small Town Economics
PY  - 2006
SP  - 18p
AB  - It is vital to small town economics to have good transportation access and mobility. Many small towns are not located along an interstate highway. Thus the preservation of capacity along surface highways is vital to each town served along the route. This paper presents an overview of an Access Management Study recently completed for a major arterial in Birmingham, AL, US-280. One of the major concepts presented is that the need for frontage roads for commercial development should be considered in the same way that a typical residential development must necessarily provide a street network. An investigation of frontage road costs as a “premium” cost of a range of typical commercial development projects is presented. The evaluation of regulatory processes available to implement this approach is considered. Finally, the concept of planning for “Placemaking” utilizing good planning and access management is discussed as a quality of life opportunity for smaller communities.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Birmingham (Alabama)
KW  - Commercial development
KW  - Frontage roads
KW  - Quality of life
KW  - Regulation
KW  - Small towns
UR  - https://trid.trb.org/view/804979
ER  - 

TY  - CONF
AN  - 01044611
AU  - Le, Minh
AU  - Runder, Jeff
AU  - Transportation Research Board
TI  - 1995-2004 CARTS Pedestrian/Bicyclist Crash Analysis
PY  - 2006
SP  - 18p
AB  - The purpose of this analysis is to evaluate pedestrian/bicyclist safety within the Central Arkansas Regional Transportation Study (CARTS) area. Motor vehicle crashes (traffic accidents) have traditionally been analyzed to assess the safety of a given intersection or roadway segment, but crashes involving other modes have often been overlooked. This study establishes a baseline from which future comparative assessments can be made. Ultimately, it should serve as a basis for identifying design issues, funding priorities and/or safety policies which need to be addressed in order to improve the safety of pedestrians and bicyclists of Central Arkansas. An overview of the total, type and severity of injury is considered first; followed with examinations by risk group, geographic area, crash condition, and spatial relationship to determine if any trends are apparent. The analysis concludes with a discussion of the potential costs of such injuries to society. In general, the findings were consistent with national and other regional findings with respect to risk group, area type, and crash condition. Generally, these types of crashes tended to occur in areas with higher population densities and with higher percentage of minorities. They also tended to occur more in commercial areas, such as central business districts. Black males under 16 had the highest pedestrian and bicyclist injury rate. However, Hispanic males 16 and over had the highest pedestrian fatality rate. Nearly 65% of non-freeway pedestrian injuries were not at intersections, contrasting with the nearly 61% of bicyclist injuries occurring at intersections. The injury rate for multilane roadways with raised or depressed medians was 56% and 58% lower than with a TWLTL or no median, respectively. The Little Rock-North Little Rock metropolitan area’s ten year pedestrian fatality rate is lower than the national rate but slightly higher than the state’s rate. However, there was a 10% increase between the 1995-1999 and the 2000-2004 rate, with the latter being higher than the national and state rate as well as two other similar metropolitan areas for those years. Nearly 85% of pedestrian fatalities were not at the intersection and 75% of bicycle fatalities occurred at the intersection. Of all “at intersection” injuries, only 20%, including three pedestrian fatalities and one bicyclist fatality, were controlled by a traffic signal or pedestrian signal. Nearly half of the pedestrians were crossing the roadway when killed. About 60% of them occurred during dark, dawn, or dusk conditions. An average posted speed limit of 49 mph was determined for the fatal crashes on state highways.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Arkansas
KW  - Bicycle crashes
KW  - Bicycle safety
KW  - Central business districts
KW  - Fatalities
KW  - Injuries
KW  - Injury severity
KW  - Injury types
KW  - Intersections
KW  - Little Rock (Arkansas)
KW  - Medians
KW  - Metropolitan areas
KW  - Minorities
KW  - Multilane highways
KW  - North Little Rock (Arkansas)
KW  - Pedestrian safety
KW  - Pedestrian-vehicle crashes
KW  - Periods of the day
KW  - Population density
KW  - Speed limits
KW  - Trend (Statistics)
KW  - Two way left turn lanes
UR  - https://trid.trb.org/view/804996
ER  - 

TY  - CONF
AN  - 01044610
AU  - Levihn, Kathryn A
AU  - Kostelec, Donald L
AU  - Bowman, Sabrina
AU  - Transportation Research Board
TI  - Innovative Financing at the Local Level: Project Funding for a Regional Transportation Agency
PY  - 2006
SP  - 12p
AB  - This paper outlines innovative financing techniques undertaken by the Ada County Highway District (ACHD) at the local level to help leverage limited local and federal resources. With the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and subsequent reauthorization bills, the Federal government began promoting more innovative methods of financing projects. ACHD has applied this approach to its stream of local funding through partnerships with public and private entities in the Boise, Idaho region. Projects financed through these methods have ranged in cost from $30,000 to $20 million. To help fund these projects, ACHD has worked with the federal government, area local governments, redevelopment agencies, the state DOT, other state agencies, private entities, and universities and neighborhood associations to help foster unique funding partnerships that stretch the resources of ACHD and the region. ACHD is unique in its organization as an agency with full jurisdiction over all city and county roadways within Ada County, Idaho. With this role, ACHD is tasked with meeting and planning for the transportation funding of one medium-sized community (Boise, pop. 211,000), five small communities (Meridian, pop. 66,000; Garden City, pop. 12,000; Eagle, pop. 20,000; Kuna, pop. 13,000; and Star, pop. 5,000) and the unincorporated areas of Ada County (pop. 56,000). This unique responsibility requires close coordination with the six city governments, the county government, the Metropolitan Planning Organization (MPO), three city redevelopment agencies, the state transportation department and the regional public transportation authority. This role has allowed ACHD to foster the partnerships that led to many of the innovative financing arrangements. The paper provides case studies for large and small scale projects. It also focuses on methods that helped achieve local funding partnerships, the complex financial arrangements that followed, and the lessons learned.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Ada County (Idaho)
KW  - Case studies
KW  - Coordination
KW  - County government
KW  - Federal government
KW  - Financing
KW  - Highway projects
KW  - Innovation
KW  - Lessons learned
KW  - Local government
KW  - Medium sized cities
KW  - Metropolitan planning organizations
KW  - Private enterprise
KW  - Public private partnerships
KW  - Regional government
KW  - Rural areas
KW  - Small cities
KW  - State departments of transportation
KW  - Universities and colleges
UR  - https://trid.trb.org/view/804986
ER  - 

TY  - CONF
AN  - 01044609
AU  - Mann, William W
AU  - Dawoud, Mazen
AU  - Transportation Research Board
TI  - Highway Ranking Model
PY  - 2006
SP  - 6p
AB  - New software to rank all proposed highway projects in a transportation plan based on gridlock relief has been developed by the Virginia Department of Transportation (VDOT), Northern Virginia District. The model uses the local metropolitan planning organization (MPO) future networks and future trip tables to process the data. It develops thousands of alternative highway networks using various combinations of planned highway improvements and then calculates the amount of gridlock relief for each improvement to develop the best sequence for constructing the plan to achieve the most gridlock relief per cost possible as improvement funds become available. The advantage of ranking all improvement projects with a computer model is to make sure limited resources are used to add capacity when and where it is most effective. Project A and Project B might both be excellent improvements by themselves in 2010, but if Project B goes first, then Project A may not reduce congestion any further on the regional system until post 2030. This model and the TTI model that is famous for ranking the Washington region as the third most congested area in the country produce similar results for this region. The model is debugged and has been used in production to rank 52 elements as potential candidates for a future Six Year Plan for Northern Virginia. To do this, the model ran for six days non-stop on a PC with Intel 3.06 GHz processor and 1.5 GB of RAM. The final output, after evaluating each improvement independently and in combination with other improvements, was a ranking of all the improvements to reduce the most gridlock in the 2010 time period. This was used to aid decision makers in developing the next Six Year Plan. Gridlock relief is measured in two ways by the model: vehicle miles of travel gridlock reductions per cost; and vehicle hours of delay reductions per cost. Gridlock relief is only measured if the Level of Service (LOS) passes a threshold, which is user specified, like LOS D, E or F. The model currently does not compare benefits across modes. It assumes planned transit improvements are in place for any forecast year highway ranking analysis. Transit networks may be incorporated in future versions of the model.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Decision making
KW  - Highway projects
KW  - Improvements
KW  - Level of service
KW  - Northern Virginia
KW  - Software
KW  - Strategic planning
KW  - Traffic congestion
KW  - Traffic mitigation
UR  - https://trid.trb.org/view/805002
ER  - 

TY  - CONF
AN  - 01044608
AU  - Momm, Henrique G
AU  - Robinson, Hal
AU  - Easson, Greg
AU  - Sloan, Hugh
AU  - Transportation Research Board
TI  - Web-Based Delivery of Geospatial and Transportation Data for a Rural Intelligent Transportation Systems Project
PY  - 2006
SP  - 9p
AB  - The authors present a description of the method used to deliver geospatial and transportation data to both the general public and engineers working in the region from the Oxford-University of Mississippi Intelligent Transportation Systems (OUMITS) project. The OUMITS project is designed to bring technologically advanced traffic concepts and systems to the rural setting in Oxford, Mississippi, a town with a large university population and expanding developed area. One of the outcomes of the OUMITS project has been the collection of large amounts of spatial and non-spatial data in a variety of digital formats such as: tabular data (12 hour traffic counts at several intersections), traffic model simulations (showing existing and simulated circumstances), and geospatial data (raster and vector files related to the project). Providing stakeholders (researchers, city planners, developers, builders, and residents) these data in a manner that enables them to find datasets to meet their needs is accomplished through an Internet portal that supports both data download and online map generation. Conversely, most users of the data provided have a general understanding of their location of interest independent of their background. Through the integration of server-side programming, web-based mapping, and a relational database, data can be selected based on its spatial location, displayed in different formats such as summarized diagrams, simplified graphs, or tables, and also downloaded. Emphasis is given to integration of different technologies, final data presentation alternatives, and future traffic monitoring data. Finally, the authors discuss how the lessons learned in this application can be used as a template for other rural ITS projects and communities.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Geospatial data
KW  - Intelligent transportation systems
KW  - Internet
KW  - Lessons learned
KW  - Mapping
KW  - Oxford (Mississippi)
KW  - Relational databases
KW  - Small towns
KW  - Traffic counts
KW  - Traffic models
KW  - Traffic simulation
KW  - Transportation planning
KW  - Web-based systems
UR  - https://trid.trb.org/view/805004
ER  - 

TY  - CONF
AN  - 01044607
AU  - Fussell, Rhett
AU  - Lu, Hong Qi
AU  - Transportation Research Board
TI  - Development of Travel Demand Modeling Tools for Small Area Planning Purposes
PY  - 2006
SP  - 12p
AB  - The North Carolina Department of Transportation (NCDOT) is required by North Carolina (NC) General Statute to develop comprehensive transportation plans for all incorporated areas in NC. This requires NCDOT engineers and planners to evaluate the transportation systems using various analysis tools. In order to develop and implement best practices and standard operating procedures for travel demand modeling in North Carolina, the Model Services Group has developed various modeling tools and programs integrating GIS, modeling and web technologies. These tools facilitate data management, standardize the approach, reduce the potential for errors, formalize model procedures and evaluation mechanisms and create a framework that supports varying levels of skills and expertise. These tools are easily transferable between areas throughout the State and can be transferred easily to other areas nationally that do not have the staff/ability to write programs for general modeling tools or for integrating programs into TransCad. All of these tools were developed internally or in partnership with a university so the cost was primarily staff time. The greatest benefit to NCDOT from the development of these tools is the ability to have standards, that are accepted and defendable on the national stage. This paper presents the major features of each program and tool, specifically: 1) Model Evaluation Tools - These tools are Transcad software specific and evaluate standard highway assignment results such as volume groupings by functional classification, calculate Vehicle Miles Traveled (VMT) by functional class, calculate screenlines automatically and detail those results. 2) NC Level of Service (LOS) Tool - The LOS program was a research project between the Institute for Transportation Research and Education (ITRE) and NCDOT to help have a range of appropriate values for typical capacities in NC. The goal was to develop and document LOS information specific to different “regions” in the state with default constants and parameters. The LOS program uses the calculations from the HCM2000 methodology but is specific to NC. It is a stand alone software package that any area can use. 3) Model Structure Setup tool - This tool develops the complete directory structure for every model and inserts templates for all the files needed so there is consistency between areas. 4) STEPUP tool – This tool analyzes the relationship between growth in population and traffic volume in an area. In particular, it will try to isolate traffic growth due to growth in population in the study area and growth due to other factors, such as through traffic. In addition, if supplied with population projections, the tool will attempt to project traffic into the future. All of these tools fit into the bigger picture of "Tools of the Trade" and will help others learn from some of the things that NC has produced to increase its productivity for the smaller municipalities in the State.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Best practices
KW  - Geographic information systems
KW  - Mathematical models
KW  - North Carolina
KW  - Small cities
KW  - Software packages
KW  - Standards
KW  - TransCAD (Computer program)
KW  - Transportation planning
KW  - Travel demand
KW  - Web-based systems
UR  - https://trid.trb.org/view/804970
ER  - 

TY  - CONF
AN  - 01044606
AU  - Weinberger, Penelope
AU  - Transportation Research Board
TI  - Better, Stronger Faster; How Oblique Aerial Imagery Is Changing the Face of Transportation Planning
PY  - 2006
SP  - 10p
AB  - The Federal Highway Administration (FHWA)-produced document "The Use of Imagery in Transportation Planning: A Guidebook" states that: “Effective transportation planning requires current, accurate geospatial information about the transportation infrastructure, associated interrelationships between the land use and demographics, and the ways that the land uses and demographics interact with, and use the transportation infrastructure. The increasing need to gather this information across diverse functions, scales, and ownerships has resulted in wider and more efficient use of remote sensing, geographic information systems (GIS), and associated technologies.” Oblique Aerial Imagery is useful not only in the technical planning process from modeling to corridor analysis to small urban systems but also for assessing and analyzing environmental issues through change detection and for presentation graphics for public outreach, public involvement and decision making, where imagery can be used to convey information to the public in appealing, informative manners, not previously available to planners. Other uses include emerging planning issues such as safety and security, emergency preparedness and response, access, pedestrian safety, and infrastructure inventory to name a few. As the technology is only recently implemented for transportation applications, the paper shows a range of uses for oblique aerial imagery, and qualitative positive impact on extending staff time, resources, data accuracy and safety.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Decision making
KW  - Environmental impacts
KW  - Imagery
KW  - Oblique aerial imagery
KW  - Outreach
KW  - Small cities
KW  - Transportation planning
UR  - https://trid.trb.org/view/805005
ER  - 

TY  - CONF
AN  - 01044605
AU  - Butcher, Holly L
AU  - Transportation Research Board
TI  - Safe Routes to School in Superior, WI and Duluth, MN
PY  - 2006
SP  - 11p
AB  - These Safe Routes to School (SRTS) studies involved working with the city, school district, police department, principals, parents, teachers, children, and elected officials to identify obstacles along primary routes to school and to propose recommendations to improve safety. Additionally, the studies promoted public and student safety education regarding bicycle and pedestrian laws. Walkable Superior and Duluth elementary and middle schools in urban locations were examined in these studies. Diverse steering committees led these planning efforts with membership representing the School Board and School District; City Council, Planning, Engineering and Police departments; County Health Specialists; interested parents, and others. The study goal was “to provide safe and adequate routes leading to Superior and Duluth schools so that more students are able to safely walk or bike to school.” Students and parents were surveyed to identify safety issues around each school examined in these plans (11 schools total). Recommendations were proposed to address school safety issues. Some of the primary study recommendations address school site traffic circulation, pedestrian crossing amenities to increase visibility, traffic calming measures on nearby roads, sidewalk snow removal, and adjusting school start/end times to eliminate conflicts between elementary and middle school walkers and bikers and high school drivers. Student walking and biking routes to school were devised by examining techniques used by other communities that have conducted SRTS plans, and by working closely with local police to ensure that children are routed safely on roads and through neighborhoods.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Cyclists
KW  - Duluth (Minnesota)
KW  - Elementary school students
KW  - Livable communities
KW  - Pedestrian safety
KW  - Recommendations
KW  - Safe Routes to School (Program)
KW  - School children
KW  - School safety
KW  - Superior (Wisconsin)
KW  - Traffic safety education
KW  - Walking
UR  - https://trid.trb.org/view/804982
ER  - 

TY  - CONF
AN  - 01044604
AU  - Chatterjee, Arun
AU  - Transportation Research Board
TI  - Safety Conscious Planning for Small and Medium Size Urban Areas
PY  - 2006
SP  - 13p
AB  - The need for including safety considerations in the long-range transportation planning process was not seriously considered until the Transportation Equity Act for the 21st Century (TEA-21) included among the mandatory planning factors for the metropolitan planning process in urbanized areas one factor dealing with the safety and security of motorized and non-motorized users of the transportation system. However, this requirement presents some difficulties since transportation planners usually are not trained to do safety analysis, and metropolitan planning organizations (MPOs) for small and medium sized areas often do not have adequate manpower and other resources needed to carry out a comprehensive safety program. Therefore, there is a need to examine thoroughly the scope of safety planning by MPOs and also analytical tools that may be needed. The paper presents a practical and comprehensive framework for proactive safety planning by MPOs in small and medium size communities. The paper examines each step/task of the long-range planning process, and identifies for each step how planners can make a contribution toward safety related activities. Issues involving the availability of crash data and the need to collaborate with other agencies are addressed. The paper also recognizes that crash prediction models currently available for safety analysis are difficult to use for long-range planning involving future highway networks because planners do not make forecasts of the values of the variables that are commonly used in these models. The paper presents a few examples of planning level tools that can be used for long-range plan development.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Long range planning
KW  - Medium sized cities
KW  - Metropolitan planning organizations
KW  - Planning
KW  - Safety
KW  - Small cities
KW  - Transportation Equity Act for the 21st Century
KW  - Transportation planning
UR  - https://trid.trb.org/view/804994
ER  - 

TY  - CONF
AN  - 01044603
AU  - Transportation Research Board
TI  - Tools of the Trade: 10th National Conference on Transportation Planning for Small and Medium-Sized Communities
PY  - 2006
SP  - v.p.
AB  - The Small and Medium-Sized Communities Conference was a symposium for transportation managers, planners, engineers and elected officials from urban areas of less than 250,000 people; representatives from regional planning agencies, metropolitan planning organizations (MPOs), federal, state, and local transportation agencies and T-2 centers, consultants, and citizens who had active interest in transportation.  The theme was "Tools of the Trade."  The conference provided ready-to-use, economical and practical techniques for planners and decision-makers in urban areas of under 250,000 people.  It provided transportation planners a forum for the exchange of useful information, practical techniques, and low-cost methodologies particularly tailored to the needs of small and medium-sized urban communities.
U1  - 10th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationNashville,Tennessee,United States StartDate:20060913 EndDate:20060915 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Communities
KW  - Conferences
KW  - Consultants
KW  - Decision making
KW  - Economics
KW  - Federal government agencies
KW  - Local government agencies
KW  - Management
KW  - Medium sized cities
KW  - Metropolitan planning organizations
KW  - Regional planning
KW  - Small cities
KW  - State government agencies
KW  - Transportation engineers
KW  - Transportation planning
KW  - Urban areas
UR  - https://trid.trb.org/view/804969
ER  - 

TY  - RPRT
AN  - 01036926
AU  - Federal Highway Administration
TI  - Geometric Design Laboratory Fact Sheet
PY  - 2006
SP  - 1p
AB  - This fact sheet provides concise information about the Geometric Design Laboratory (GDL) at the Turner-Fairbank Highway Research Center.  The mission of the GDL is to provide technical support to the Federal Highway Administration's Office of Safety Research and Development to develop the Interactive Highway Safety Design Model (IHSDM), a suite of software tools for the safety evaluation of highway geometric design alternatives.
KW  - Fact sheets
KW  - Geometric design
KW  - Highway design
KW  - Interactive Highway Safety Design Model
KW  - Laboratories
KW  - Turner-Fairbank Highway Research Center
UR  - http://www.fhwa.dot.gov/publications/research/safety/06101/06101.pdf
UR  - https://trid.trb.org/view/793747
ER  - 

TY  - RPRT
AN  - 01036920
AU  - Federal Highway Administration
TI  - FHWA/NHTSA National Crash Analysis Center Fact Sheet
PY  - 2006
SP  - 2p
AB  - This fact sheet provides concise information about the National Crash Analysis Center (NCAC) at the Federal Highway Administration's Turner-Fairbank Highway Research Center.  The missions of the NCAC include:  improving safety by expanding researchers' knowledge about crashes; developing and sharing detailed vehicle and hardware models; and leading efforts to apply computer simulation tools to enable researchers to study the complex interactions associated with crashes.
KW  - Crash analysis
KW  - Crash injury research
KW  - Fact sheets
KW  - Federal Outdoor Impact Laboratory
KW  - Impact tests
KW  - Simulation
KW  - Turner-Fairbank Highway Research Center
UR  - http://www.fhwa.dot.gov/publications/research/safety/06110/06110.pdf
UR  - https://trid.trb.org/view/793749
ER  - 

TY  - RPRT
AN  - 01036477
AU  - Smith, Richard F
AU  - Wilbur Smith Associates
AU  - Federal Highway Administration
TI  - State of the Practice and Recommendations on Traffic Control Strategies at Toll Plazas
PY  - 2006
SP  - 328p
AB  - This report has been prepared under a project initiative by the Federal Highway Administration to identify the state-of-the-practice for traffic control strategies at toll plazas, and to develop recommended guidelines for agencies and departments that operate or plan to design and build such facilities.  The report contents begin with an introductory chapter.  This chapter includes sections that outline the purpose of this project, provide a problem statement articulating the focus of the project efforts, list the study objectives, describe the methodology used to achieve the objectives, and conclude with the intended use of this report.  The introduction is followed by four chapters that include the state-of-the-practice and recommended guidelines for the following technical areas encompassing the development of traffic control strategies at toll plazas:  Plaza Operations/Lane Configuration; Signing, Markings and Channelization; Geometric and Safety Design; and Toll Collection Equipment Technology.  The aggregation of these chapters provides useful historical information and a comprehensive analysis of when and where to apply various traffic control strategies.  The final chapter concludes the report by identifying further research needs, which require more rigorous study including field verification of performance.  This chapter also lists all of the recommended guidelines presented in the preceding chapters.  A glossary of terms, definitions and diagrams to assist the reader's understanding of the topic material follows along with Appendix A: Summary of Survey Results, Appendix B: Expert Panel Workshop Summary, and Appendix C: Literature Search.
KW  - Expert panels
KW  - Geometric design
KW  - Guidelines
KW  - Highway traffic control
KW  - Literature reviews
KW  - Recommendations
KW  - Research
KW  - Road markings
KW  - Signs
KW  - State of the practice
KW  - Strategic planning
KW  - Surveys
KW  - Toll collection
KW  - Toll plaza configurations
KW  - Toll plazas
KW  - Traffic channelization
KW  - Traffic safety
KW  - Workshops
UR  - http://mutcd.fhwa.dot.gov/rpt/tcstoll/pdf/best_practices.pdf
UR  - https://trid.trb.org/view/793270
ER  - 

TY  - RPRT
AN  - 01036349
AU  - Petrella, Margaret
AU  - Lappin, Jane
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - Measuring Driver Satisfaction with an Urban Arterial Before and After Deployment of an Adaptive Timing Signal System
PY  - 2006
SP  - 85p
AB  - This report presents findings from a customer satisfaction study conducted in Cobb County, Georgia. The primary hypothesis of this study is that it is possible to develop customer satisfaction measures that are a reliable determinant of roadway quality. A signal system upgrade in Cobb County, Georgia offered the opportunity to test this hypothesis. The Cobb County Department of Transportation planned to instrument 15 signalized intersections on Paces Ferry Road with the Sydney Coordinated Adaptive System (SCATS). In order to test its proposed methodology for measuring customer satisfaction with roadway quality, the Volpe National Transportation Systems Center (Volpe Center) conducted a before-and-after study of drivers on the Cobb County urban arterial treated with the adaptive signal system control. In addition to providing a test of the methodology, this study would also measure whether there were changes in driver satisfaction with roadway quality as a result of the deployment of the adaptive signal system control. Cobb County had recently completed a retiming of the corridor, so the current study would provide insights on whether there is value added – from the customer’s perspective – when one moves from an optimized coordinated signal system control to an adaptive signal system control. In order to isolate external effects that might impact driver satisfaction ratings but which are unrelated to the traffic signal improvements, a “control” panel was also used, whereby a panel of drivers was surveyed on a comparable corridor where there was no signal system upgrade. The expectation was that drivers on Paces Ferry Road (the treatment route) would be more satisfied with the roadway quality after the system was deployed compared to pre-deployment, whereas there would be no change in satisfaction among the Spring Road drivers (the control route). Cobb County also assessed the performance of the new signal system through an independent evaluation conducted by the Georgia Institute of Technology. Using floating cars studies, the Georgia Institute of Technology collected objective measures for travel time, speed, and delay both before and after the signal system upgrade.
KW  - Adaptive control
KW  - Arterial highways
KW  - Attitudes
KW  - Before and after studies
KW  - Cobb County (Georgia)
KW  - Customer satisfaction
KW  - Deployment
KW  - Drivers
KW  - Floating car data
KW  - Instrumentation
KW  - Measurement
KW  - Signalized intersections
KW  - Speed
KW  - Traffic delays
KW  - Traffic signal control systems
KW  - Traffic signal timing
KW  - Travel time
KW  - Urban highways
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14298.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14298_files/14298.pdf
UR  - https://trid.trb.org/view/792619
ER  - 

TY  - CONF
AN  - 01036306
AU  - Hossain, Akhter B
AU  - Islam, Samantha
AU  - Copeland, Kevin D
AU  - National Concrete Bridge Council
TI  - Influence of Ultrafine Fly Ash on the Early-Age Stress Development and Cracking in Restrained Concrete –Implications for Bridge Decks
PY  - 2006
SP  - 15p
AB  - Ultrafine fly ash (UFFA) is a relatively new pozzolan which offers excellent potential for use in high-performance concrete since it improves the performance of concrete in terms of strength, rheology and permeability.  High-performance applications, such as bridge decks, are also required to demonstrate superior performance against shrinkage cracking. This paper describes an experimental study that investigates the influence of UFFA on the early-age stress development, stress relaxation, and cracking in restrained low water-to-cementitious ratio mortars due to shrinkage. It was found in this study that the mortar mixtures with UFFA demonstrated lower level of tensile stress than the plain mortar. In addition, a significant reduction in the shrinkage, an increase in the age of cracking, and a decrease in stress relaxation were observed in the mortar mixtures containing UFFA.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge decks
KW  - Cracking
KW  - Cracking of concrete pavements
KW  - Fly ash
KW  - High performance concrete
KW  - Restrained concrete
KW  - Shrinkage
KW  - Splitting strength
KW  - Stress corrosion
KW  - Stresses
KW  - Tensile strength
KW  - Ultrafine particles
UR  - https://trid.trb.org/view/790494
ER  - 

TY  - CONF
AN  - 01036305
AU  - Bice, Jacob
AU  - Erickson, John
AU  - Frosch, Robert J
AU  - National Concrete Bridge Council
TI  - Evaluation of Design Methods for Control of Restrained Shrinkage Cracking in Concrete Bridge Decks
PY  - 2006
SP  - 10p
AB  - This paper describes how the service life of concrete bridge decks can be reduced by early-age cracking that is caused by restrained shrinkage of the bridge deck. Current design practices that specify the amounts and spacing of reinforcement for control of shrinkage cracking are based on empirical observation. This paper presents experimental research that was performed on the State Road 18 Bridge in Brookston, Indiana. The two-span continuous bridge was constructed with two different reinforcement designs in each span to observe the effects of the differing designs on cracking in the bridge deck. The bridge deck and girders were instrumented with strain gages and thermocouples to monitor strains in both the concrete and reinforcement as well as thermal gradients through the depth of the superstructure. Crack mapping of the deck was also performed. The preliminary results of this research indicate that the amount and spacing of reinforcement provided can significantly reduce the width of restrained shrinkage cracks occurring in a bridge deck.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge decks
KW  - Bridge superstructures
KW  - Concrete construction
KW  - Design
KW  - Early age cracking
KW  - Reinforcement (Engineering)
KW  - Service life
KW  - Shrinkage
KW  - Thermal fatigue
UR  - https://trid.trb.org/view/790641
ER  - 

TY  - CONF
AN  - 01036304
AU  - Seniwongse, Muangsangop
AU  - National Concrete Bridge Council
TI  - Aesthetic and Cost Consideration of Medium Span Concrete Bridges
PY  - 2006
SP  - 9p
AB  - Based on 25 years of international and US experiences on the design and construction of major concrete viaducts, this paper presents design guidelines and techniques that would enhance the aesthetics of the bridges. These bridges or viaducts, such as the 7-km First Stage Expressway and the 40-km Second Stage Expressway in Bangkok, Thailand, extend over a long distance at high elevation. Due to their large size and length, they are prominent structures in the city and aesthetic quality of their design is a major consideration, and is one of the major items that must be addressed in the Environmental Impact Assessment of the project. The important considerations are the bridge general arrangement and the selection of the superstructure and substructure type. The type and shape of the superstructure and substructure have effects on the appearance of the bridges. For the viaduct whose bottom view and side view are visible, concrete box girder or U beam superstructure, with their smooth side and bottom surfaces are aesthetically better than the I beam deck.  When the superstructure consists of beam and slab deck, the number of beam lines in the deck cross section should be minimized. Additional improvement can be achieved by elimination of the diaphragms and elimination of the deck expansion joints. Similarly, the number of columns in the pier should be minimized. Each of the above suggestions leads to saving in construction time, construction material and hence cost.  The other recommended techniques are the use of ornamental or fascia slab and soffit slab, the use of regular parapet without pilasters to support lamp posts and sign posts, the use of embedded deck drainage pipes, the selection of pier shape and artistic column capitals, the surface treatment of exposed concrete walls at the parapet, abutment and pier. These suggested design details have been found to have positive impacts on the aesthetics of concrete bridges and viaducts.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Aesthetics
KW  - Bridge design
KW  - Bridge superstructures
KW  - Concrete
KW  - Concrete bridges
KW  - Cost control
KW  - Cost effectiveness
KW  - Expansion joints
KW  - Girder bridges
KW  - Quality
KW  - Slabs
KW  - Viaducts
UR  - https://trid.trb.org/view/790344
ER  - 

TY  - CONF
AN  - 01036300
AU  - Suksawang, Nakin
AU  - Nassif, Hani H
AU  - Najm, Husam
AU  - National Concrete Bridge Council
TI  - Evaluation of Early-Age Stress Development in High-Performance Concrete (HPC) under Restrained Conditions
PY  - 2006
SP  - 10p
AB  - The AASHTO test (PP 34-99, The Passive or Restrained Ring Test) is employed to measure the cracking potential of various HPC mixes under restrained conditions. This paper provides a direct method for measuring the strain development in the concrete ring using Vibrating Wire Strain Gages (VWSG). For each mix, additional tests are performed to determine the corresponding mechanical properties (e.g., elastic modulus, tensile splitting strength, compressive strength, etc.). The effect of pozzolanic material and the potential cracking for various HPC mixes are also reported. The results of the study are used in correlating restrained shrinkage from ring tests with measured free shrinkage. In general, to minimize HPC cracking potential, this study shows that specified limits on free shrinkage used in bridge decks need to be adjusted to reflect restrained shrinkage conditions.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge decks
KW  - Compressive strength
KW  - Cracking
KW  - Early age cracking
KW  - High performance concrete
KW  - Mechanical properties
KW  - Modulus
KW  - Pozzolanic materials
KW  - Shrinkage
KW  - Strain gages
KW  - Strain measurement
KW  - Stress cracking
KW  - Tensile strength
UR  - https://trid.trb.org/view/790306
ER  - 

TY  - CONF
AN  - 01036299
AU  - Bickley, John A
AU  - Fung, Rico
AU  - National Concrete Bridge Council
TI  - Optimizing the Economics of High Performance Concrete
PY  - 2006
SP  - 20p
AB  - This paper describes how the Toronto International Airport is in a multi-year expansion program. On the groundside, it has re-configured its access roadway system that leads into the airport terminals and involves many new bridges. High Performance Concrete (HPC) was chosen for durability. The design compressive strength was 35MPa, and a need was seen to demonstrate that this HPC has the same durability characteristics common to high strength HPC, such as the Ontario Ministry of Transportation HPC, which has a minimum 28-day compressive strength of 50MPa, a maximum air-void spacing factor of 0.250 mm, a minimum air of 3% and rapid chloride permeability of 1000 coulombs less. Bridge 201 was selected for this field study to find the optimum compressive strength. It is part of a series of bridges that are connecting a major highway to the airport access roadways. It has five spans with cast-in-place concrete superstructure. A testing program was developed for this 35MPa HPC to verify its strength and durability, and also comparing a rapid non-destructive surface absorption test with the rapid chloride permeability test. The findings indicate that for general use, it would be prudent to specify this mix for 40 MPa design strength. The chloride penetration and air-void system test requirements and the strict curing regime are essential to the achievement of durability. Mix design development for HPC mixes is still required to improve the finishability. Durable HPC does not have to be high strength. This optimum strength will lead to a potential cost savings and lower the cost of HPC bridges, resulting with more HPC being used in bridge construction. The correlation between the surface absorption tests on the trial slab and the deck was poor, but this may be attributable to the surface water on the trial slab. For the deck, these tests show a clear difference between the machine finished areas and the hand finished edges, the edges having a significantly higher surface absorption than the machine finished areas. These results suggest that it would be beneficial for durability to finish the edges with a hand held plate vibrator.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Air voids
KW  - Bridge construction
KW  - Bridges
KW  - Compressive strength
KW  - Concrete construction
KW  - Durability
KW  - High performance concrete
KW  - Mix design
KW  - Rapid chloride permeability
KW  - Surface absorption
KW  - Toronto Pearson International Airport
UR  - https://trid.trb.org/view/790602
ER  - 

TY  - CONF
AN  - 01036292
AU  - Brown, Michael D
AU  - Bayrak, Oguzhan
AU  - National Concrete Bridge Council
TI  - Design of a Continuous Bent Cap Using AASHTO LRFD Strut-and-Tie Provisions
PY  - 2006
SP  - 19p
AB  - This paper presents the application of AASHTO LRFD Bridge Design Specifications strut-and-tie provisions to the design of a multi-column bent cap. The bent cap is supported by four columns, and in turn, supports six girders. The example presents each step including the development of the truss model and detailing of the reinforcement.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bents
KW  - Bridge design
KW  - Bridge girders
KW  - Columns
KW  - Reinforcement (Engineering)
KW  - Structural concrete
KW  - Strut and tie method
KW  - Truss bridges
KW  - Trusses
UR  - https://trid.trb.org/view/790495
ER  - 

TY  - CONF
AN  - 01036289
AU  - Goel, Savita
AU  - Tikalsky, Paul J
AU  - Schokker, Andrea J
AU  - National Concrete Bridge Council
TI  - Are Current Shrinkage-Prediction Models Accurate For HPC?
PY  - 2006
SP  - 19p
AB  - High-Performance Concrete (HPC) is a concrete designed to produce a more durable structure for specific environmental and structural conditions. Durability of concrete structures is primarily influenced by deterioration mechanisms such as shrinkage, freezing and thawing, scaling, corrosion of embedded reinforcement bars, and alkali-silica reactivity.  Deterioration attributed to shrinkage is wide-spread among the various types of structural elements and systems. Shrinkage is a critical mechanism for tall buildings, long span bridges, cooling towers, stadiums and bridge decks in addition to the generally known shrinkage critical structural elements such as slabs. A shrinkage prediction model is a very important tool for a design engineer particularly when designing these special structures.  This paper presents a comparison study performed for these shrinkage-prediction models with experimental data for HPC mixtures. The experimental data was collected for the shrinkage of HPC mixtures for up to 90 days after the end of the curing period. The predicted versus experimental shrinkage for these HPC mixtures are presented. The role of potential parameters contributing to the variation between the predicted and experimental shrinkage are discussed and future research needs are recommended.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Concrete structures
KW  - Corrosion
KW  - Deterioration by environmental action
KW  - Durability
KW  - Freeze thaw durability
KW  - High performance concrete
KW  - Mathematical prediction
KW  - Scaling (Concrete)
KW  - Shrinkage
KW  - Structural deterioration and defects
UR  - https://trid.trb.org/view/790321
ER  - 

TY  - CONF
AN  - 01036285
AU  - Nenaydykh, Yan
AU  - Sloutsky, Boris
AU  - Braverman, Yakov
AU  - National Concrete Bridge Council
TI  - The Marsupial Post-Tensioned Concrete Pedestrian Bridge
PY  - 2006
SP  - 17p
AB  - This paper describes how the Marsupial Bridge is a one of a kind bridge in the State of Wisconsin. Although it is basically a cable stayed, post-tensioned concrete pedestrian/bicycle facility, the thing that makes it stand alone is the fact that it is supported by a “host” structure, in this case  the Holton Street Viaduct across the Milwaukee River on the east side of Milwaukee. It is supported by the column bent piers of the “host” structure and extends the length of the viaduct beneath the deck and between the columns. Functionally, the Marsupial Bridge provides a safe and efficient pedestrian and bicycle access between the burgeoning business district on the south and the growing and developing residential district on the north.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bicycle crossings
KW  - Cable stayed bridges
KW  - Footbridges
KW  - Holton Street Viaduct
KW  - Marsupial Bridge
KW  - Post tensioned concrete bridge
KW  - Viaducts
KW  - Wisconsin
UR  - https://trid.trb.org/view/792470
ER  - 

TY  - CONF
AN  - 01036284
AU  - Moore, Brian
AU  - Bierwagen, Dean
AU  - National Concrete Bridge Council
TI  - Ultra High Performance Concrete Highway Bridge
PY  - 2006
SP  - 22p
AB  - Wapello County and the Iowa Department of Transportation were granted funding through the TEA-21 Innovative Bridge Construction Program (IBRC), for a project that uses ultra high performance concrete (UHPC). Plans using UHPC in the prestressed concrete beams for a bridge replacement project in Wapello County, Iowa have been prepared and construction of the first UHPC bridge in the United States has begun. The concrete beams are prestressed using 0.6 inch diameter strands and contain no mild reinforcing steel, except to provide composite action with a cast-in-place deck. The research includes testing to verify shear and flexural capacities of a 71 ft. long test beam along with shear testing of smaller beams. Discussion of the design efforts and current progress of this research project are the focus of this presentation. Currently the 71 ft. test beam and shear beams have been cast. Flexure and shear testing were successfully completed, and three 110 ft. bridge beams were cast in June and July 2005. Construction of the bridge began in August 2005 and was completed in February 2006.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Beams
KW  - Bridge design
KW  - Bridge engineering
KW  - Bulbtee girders
KW  - Compressive strength
KW  - Concrete
KW  - Construction
KW  - Ductal
KW  - High performance concrete
KW  - Highways
KW  - Reinforcing steel
KW  - Steel fibers
KW  - Strength of materials
UR  - https://trid.trb.org/view/790647
ER  - 

TY  - CONF
AN  - 01036280
AU  - Peyton, Steven W
AU  - Sanders, Chris L
AU  - Hale, W Micah
AU  - Wang, Kelvin C P
AU  - National Concrete Bridge Council
TI  - Automated Assessment of Bridge Deck Cracking with Digital Highway Data Vehicle (DHDV)
PY  - 2006
SP  - 14p
AB  - Bridge deck cracking is of major concern to transportation agencies across the United States. Over thirty state transportation departments have conducted research into the causes and possible solutions to the problem. The Arkansas State Highway and Transportation Department (AHTD) has undertaken such a study conducted by the University of Arkansas. An important part of this project is quantifying the problem by surveying bridge decks for cracks as small as 0.25 mm. Correlating these surveys with material and construction information for the subject bridges, successful methods of deck construction are isolated for use on AHTD projects. Manual visual crack mapping is labor intensive and hazardous.  Automated crack measurement and recording would save resources and produce highly accurate results, allowing more bridges to be surveyed for research or inventory maintenance purposes. The Digital Highway Data Vehicle (DHDV) was developed to locate, analyze, and record pavement distress. The DHDV produces 1-mm resolution over a 14-ft pavement width in a single pass at highway speed. This paper presents the development of methodology and the challenges to produce submilimeter surveys of bridge decks. Bridges in service in the state of Arkansas are mapped using the DHDV, and the results are compared to traditional manual surveys.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Arkansas State Highway and Transportation Department
KW  - Assessments
KW  - Automation
KW  - Bridge decks
KW  - Concrete
KW  - Cracking
KW  - Cracking of concrete pavements
KW  - Digital Highway Data Vehicle
KW  - State departments of transportation
KW  - Stress cracking
UR  - https://trid.trb.org/view/790315
ER  - 

TY  - CONF
AN  - 01036278
AU  - Trost, Steve
AU  - Freyne, Seamus F
AU  - National Concrete Bridge Council
TI  - Evaluation of Sampling and Testing Methods for the Air Void Analyzer
PY  - 2006
SP  - 11p
AB  - This paper describes how freeze/thaw cycles cause major distress to our nation's transportation infrastructure, specifically concrete bridge decks. In 2004, the FHWA reported that about 32% of Oklahoma's bridges are structurally deficient. More than any other structural element, problems to the concrete bridge decks were determined to be the primary source of structural deficiencies. The principal method to enhance freeze/thaw durability of concrete is through the intentional addition of stabilized air bubbles into the concrete matrix. The size distribution of the resulting air voids is critical, as the smallest voids most effectively contribute to freeze/thaw durability. The only conventional method for measuring the size distribution of air voids in concrete (ASTM C457) requires a technician with special skills and can only be performed on hardened concrete, days or weeks after construction. A relatively new measurement device called the air void analyzer (AVA) can effectively measure the size distribution of air voids in fresh concrete. This study was performed in Oklahoma to evaluate the AVA with respect to alternative sampling methods, methods for delayed testing, and overall testing variability. The following is a summary of the primary observations: (1) sampling from non-consolidated concrete specimens does not appear to significantly affect AVA test results; (2) when sampling concrete for the AVA from a beam or cylinder specimen, use of the acetate plate was found to be problematic; (3) maintaining AVA specimens between –10 °C and –20 °C until immediately prior to testing enabled the specimens to be tested several hours or even days later with no observable difference in test results; and (4) testing variability was tolerable, but needs improvement.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Air void analyzers
KW  - Air voids
KW  - Bridge decks
KW  - Bridges
KW  - Concrete
KW  - Concrete bridges
KW  - Durability
KW  - Freeze thaw durability
KW  - Infrastructure
UR  - https://trid.trb.org/view/790601
ER  - 

TY  - CONF
AN  - 01036277
AU  - Barker, James M
AU  - Walters, Richard H
AU  - O’Leary, James A
AU  - National Concrete Bridge Council
TI  - The New Perry Street Bridge in Napoleon, Ohio 2006 Concrete Bridge Conference
PY  - 2006
SP  - 8p
AB  - The Ohio Department of Transportation (ODOT) had to replace the only bridge crossing the Maumee River in order that emergency services to half the citizens of Napoleon, Ohio could be provided. They called upon HNTB Corporation to develop a methodology enabling the replacement of the 700 ft. existing bridge in one year. The utilization of precast prestressed concrete enabled the successful replacement in one year. All of the goals of the project were achieved. The Perry St. Bridge was replaced in one year. The largest reason the schedule was successful was a high degree of cooperation among the Contractor, the ODOT construction personnel and the Consulting Engineer. Most of the problems were solved before they really became problems that affected the schedule. The Project Manager for the contractor stated “The reason this project was on time and within budget was the cooperation and attention provided by all of the involved parties. No problem lasted for much more than two hours.” From all reports, the citizens of Napoleon and Henry County, Ohio are pleased with the final results.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Bridges
KW  - Maumee River (Ohio)
KW  - Maumee River Crossing (Toledo, Ohio)
KW  - Maumee River Crossing Bridge
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Prestressed concrete construction
KW  - Replacement (Structural components)
KW  - Replacement (Structural members)
UR  - https://trid.trb.org/view/792466
ER  - 

TY  - CONF
AN  - 01036276
AU  - Hendriks, Max A N
AU  - Dekelbab, Waseem
AU  - National Concrete Bridge Council
TI  - A Numerical Assessment of Cross-Sectional Forces in the Joints of Multi-Beam Box Girder Bridges
PY  - 2006
SP  - 15p
AB  - This work investigated the need to apply post-tension strands in transverse direction of multibeam box girder bridges. It also highlighted the capability of Finite Element Method (FEM) to evaluate the current design procedures, model the construction stages, and study the need of nonlinear analysis in certain cases. In this paper, 3D finite element model have been developed to analyze the cross-sectional forces in the joints of multi-beam box girder bridges. The current design method is based on linear analysis. A model based on shell elements is used in linear and nonlinear analyses including two analysis phases. The analysis phases simulate the construction phases of multi-box girder bridge. For straight bridges current design methods based on orthotropic plate models give reasonable results compared to the results of the advanced model. For bridges with a skew or curved geometry plan orthotropic plate models give poor predictions for the forces and moments in the joints.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Box girder bridges
KW  - Bridge construction
KW  - Bridge design
KW  - Finite element method
KW  - Joints (Engineering)
KW  - Nonlinear dynamic analysis
KW  - Posttensioning
KW  - Prestressing strands
KW  - Structures
UR  - https://trid.trb.org/view/790324
ER  - 

TY  - CONF
AN  - 01036275
AU  - Conner, Jon M
AU  - Pollock, David G
AU  - Khaleghi, Bijan
AU  - National Concrete Bridge Council
TI  - Detection of Simulated Voids in Grouted Ducts using Groundpenetrating Radar
PY  - 2006
SP  - 20p
AB  - This paper describes how ground-penetrating radar (GPR) was employed for locating simulated voids (expanded polystyrene) inside grouted high density polyethylene (HDPE) ducts in reinforced concrete slab specimens. The concrete slab specimens were constructed to simulate typical walls (webs) of concrete box girder bridges. Simulated voids with thicknesses of 1.5 in. to 4 in. and lengths (parallel to the tendon direction) ranging from 2 in. to 6 in. were located adjacent to steel prestressing strands in 4 in. diameter grouted HDPE ducts. The simulated voids were placed at depths of 2 in. to 6 in. beneath the surface of the concrete slab specimens. All of the simulated voids were successfully detected using commercial GPR equipment with a 1.5 GHz antenna. The use of GPR to reliably locate voids in grouted ducts will be particularly beneficial for condition assessment of prestressed concrete bridges in the future.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Air voids
KW  - Box girder bridges
KW  - Concrete bridges
KW  - Ground penetrating radar
KW  - Prestressed concrete
KW  - Reinforced concrete
KW  - Reinforced concrete bridges
KW  - Slabs
KW  - Tendons
UR  - https://trid.trb.org/view/790640
ER  - 

TY  - CONF
AN  - 01036268
AU  - Kanna, S Jothy
AU  - DISSANAYAKE, PARAKRAMA
AU  - National Concrete Bridge Council
TI  - Optimum Design of Pre-Stressed Beams using Available Software
PY  - 2006
SP  - 9p
AB  - This paper describes how one of the motivations in optimizing structures is to reduce the overall weight of the structure, which often results in reduced material cost. Efficiency implies minimum cost or minimum weight while satisfying a variety of strength and stiffness requirements. In all engineering problems, designers try to find solutions giving good performance, which satisfy several requirements. Using optimization techniques, engineers can obtain the optimum, within the imposed conditions. Structures designed in this way are safer, more reliable and less expensive than the traditional designs. This paper describes how MSExcel is utilized to organize, manage, direct for solving and optimizing a pre-stressed concrete beam section. It is easy to learn and user-friendly software. To evaluate the stress and deflection SAP2000 was used. Today's engineering structures are often analyzed using the finite element method (FEM). Numerical design optimization provides the designer with a computational tool that finds the best design, based on predefined performance requirements. The optimizer automatically makes changes to problem parameters that are allowed to vary, referred to as design variables, perform a new analysis (linear or non-linear) to evaluate the influence of the changes and repeat the process until the design that best satisfies the performance requirement is found. After that pre-stressed concrete beam model was made using SAP2000. Actually, it is used for checking the stress and deflection. Compared the optimized results with manual design results, the optimized results are economical than the manual design results.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Beams
KW  - Bridge design
KW  - Cast in place structures
KW  - Deflection
KW  - Finite element method
KW  - Optimization
KW  - Performance evaluations
KW  - Prestressed
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - SAP2000 (Computer program)
UR  - https://trid.trb.org/view/792475
ER  - 

TY  - CONF
AN  - 01036267
AU  - Seliem, Hatem
AU  - Lucier, Gregory
AU  - Rizkalla, Sami
AU  - Zia, P
AU  - National Concrete Bridge Council
TI  - Behavior of Concrete Bridge Decks Reinforced with Highstrength Steel
PY  - 2006
SP  - 21p
AB  - This paper describes the behavior of typical bridge decks that are reinforced with high-strength, highly corrosion-resistant steel commercially known as Microcomposite Multi-structural Formable (MMFX) steel. The paper includes testing three full-scale bridge decks having a span-to-depth ratio of 12.5. The first and third decks were reinforced with MMFX steel while the second deck was reinforced with conventional Grade 60 steel for comparison purposes. The bridge decks were tested under static loading up to failure using concentrated loads to simulate the effect of truck wheel load. The use of MMFX steel as main flexural reinforcement in bridge decks was evaluated in light of test results. A non-linear finite element analysis was used to predict the behavior which was compared to the measured values and was used to study other parameters related to the use of MMFX steel for bridge decks. The paper also presents the effect of bending of MMFX steel bars on its tensile strength.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bar bending
KW  - Bridge decks
KW  - Concrete
KW  - Concrete construction
KW  - Corrosion
KW  - Corrosion resistance
KW  - Corrosion resistant steel
KW  - Flexure
KW  - High strength steel
KW  - Punching
KW  - Reinforcement (Engineering)
KW  - Shear reinforcement
UR  - https://trid.trb.org/view/790560
ER  - 

TY  - CONF
AN  - 01036265
AU  - Coudret, Andre
AU  - Hovhanessian, Gilles
AU  - Kroely, Benoit
AU  - Laurent, Eric
AU  - Stieber, J
AU  - National Concrete Bridge Council
TI  - In-Situ Stress Measurements in Concrete: A Simple and Reliable Technique to Verify Condition Of Post-Tensioning
PY  - 2006
SP  - 7p
AB  - Provided with information regarding the existing state of stress in a structural member, the engineer can estimate the extent of deterioration, update safety factors, forecast the probable evolution of the structure and optimize the design of strengthening or repair solutions. This paper presents a recently developed, easily implemented technique designed to improve the precision of in-situ stress measurement in concrete. The technique has passed several trials conducted by various independent organizations in several countries, and has been successfully implemented on several projects internationally. This paper describes the background and the principles of that stress measurement technique, and presents case studies of several projects.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridges
KW  - Case studies
KW  - Concrete
KW  - Decision making
KW  - Deterioration
KW  - Nondestructive tests
KW  - Posttensioning
KW  - Strain measurement
KW  - Structural design
KW  - Structural members
UR  - https://trid.trb.org/view/790308
ER  - 

TY  - CONF
AN  - 01036263
AU  - Clemeña, Gerardo G
AU  - Wojakowski, John
AU  - National Concrete Bridge Council
TI  - Hycrete DSS – A New Concrete Admixture and its Benefits to Reinforced Concrete
PY  - 2006
SP  - 1p
AB  - This paper describes how the recently introduced Hycrete DSS is a water-soluble derivative of alkenyl succinate and that formal investigations of the properties of Hycrete DSS-admixed concrete were first conducted in the mid 1990s by researchers at the University of Connecticut and then researchers at the University of Massachusetts. These investigations included comparison against concrete admixed with either one of two commercial corrosion inhibitors calcium nitrite, a commercial mix of an ester and amine) and pozzolans such as fly ash, slag, or, silica fume. Since those two investigations, various organizations and public agencies have also tested this new concrete admixture. With the exception of its adverse effect on the compressive strength of some of the admixed concrete, loss by an average of 10 percent, Hycrete DSS had imparted desirable effects on many other properties, including diffusion coefficient, corrosion protection, moisture absorption, rheology, etc. This paper provides a comprehensive presentation of all the data collected so far to demonstrate the desirable properties of Hycrete DSS-admixed concrete.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Absorption
KW  - Admixtures
KW  - Compressive strength
KW  - Concrete
KW  - Concrete mixing
KW  - Corrosion protection
KW  - Hycrete DDS
KW  - Reinforced concrete
KW  - Rheology
KW  - Silica fume
KW  - University of Connecticut, Storrs
KW  - University of Massachusetts, Amherst
UR  - https://trid.trb.org/view/792486
ER  - 

TY  - CONF
AN  - 01036262
AU  - Sen, Rajan
AU  - Mullins, Gray
AU  - Suh, Kwang Suk
AU  - Winters, Danny
AU  - National Concrete Bridge Council
TI  - Repair of Reinforced Piles using FRP
PY  - 2006
SP  - 17p
AB  - This paper provides an overview of a demonstration project where fiber reinforced polymer was used for repairing corrosion-damaged piles that support the Friendship Trails Bridge. Six corroding 20 in. x 20 in. reinforced concrete piles were wrapped under water using two different FRP systems, a pre-preg and a wet layup. Two other unwrapped piles in a similar state of disrepair served as controls. Six of the eight piles in the study were instrumented using special rebar probes to allow assessment of the pre- and post wrap corrosion state. Wrapping was carried out using a scaffolding system that was built around the piles. Cost data indicated that FRP may be cost effective. Post wrap corrosion measurements were inconclusive and suggest the system had not stabilized. Overall, the results indicate that the application has promise.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bonding
KW  - Bridge maintenance
KW  - Carbon
KW  - Corrosion
KW  - Cost effectiveness
KW  - Fiber reinforced polymers
KW  - Glass fiber reinforced concrete
KW  - Piles (Supports)
KW  - Underwater construction
KW  - Wrapping
UR  - https://trid.trb.org/view/790648
ER  - 

TY  - CONF
AN  - 01036261
AU  - Bemanian, Sohila
AU  - National Concrete Bridge Council
TI  - Concrete Bridges in Nevada
PY  - 2006
SP  - 2p
AB  - This paper gives an overview of the past, present and future of concrete bridge design and construction in Nevada including recent implementation of HPC and SCC.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge design
KW  - Concrete bridges
KW  - Concrete construction
KW  - High performance concrete
KW  - Nevada
KW  - Self compacting concrete
UR  - https://trid.trb.org/view/790269
ER  - 

TY  - CONF
AN  - 01036260
AU  - Adil, Mohammed Safi Uddin
AU  - Hueste, Mary Beth D
AU  - Keating, Peter B
AU  - National Concrete Bridge Council
TI  - Impact of AASHTO LRFD Specifications On Design Of Prestressed Concrete Bridge Girders
PY  - 2006
SP  - 24p
AB  - This paper summarizes the results of a study conducted to evaluate the impact of the AASHTO LRFD Bridge Design Specifications (3rd edition) on the design of prestressed concrete bridge girders as compared to the AASHTO Standard Specifications for Highway Bridges (17th edition). The portion of the study reported in this paper is limited to single span Type C and AASHTO Type IV bridge girders. The impact of the LRFD Specifications was evaluated for the flexural service, flexural strength, and shear strength limit states. When comparing the two specifications, differences were observed in the live load moments and shears, distribution factors, prestress losses, and flexural strength estimates. However, major differences were observed in the design requirements for transverse and interface shear. The impact of new interface shear provisions currently being considered for inclusion in the LRFD Specifications was assessed. The findings of this study provide information on how design parameters are affected by the transition to the LRFD Specifications.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge design
KW  - Bridge girders
KW  - Concrete
KW  - Concrete bridges
KW  - Concrete construction
KW  - Concrete flexural members
KW  - Concrete structures
KW  - Distributions (Statistics)
KW  - Flexural capacity
KW  - Interface shear
KW  - Parametric model
KW  - Prestressed concrete
UR  - https://trid.trb.org/view/790497
ER  - 

TY  - CONF
AN  - 01036258
AU  - Farré, Joseph E
AU  - Chang, Jaime
AU  - Deng, Yong
AU  - Penafiel, Percy
AU  - National Concrete Bridge Council
TI  - Specialized Design of the US 95/Auto Show Drive Interchange Southbound On Ramp Bridge in Henderson, Nevada
PY  - 2006
SP  - 12p
AB  - This paper presents a specialized design technique that was used to evaluate the effects of a time-based effective modulus of elasticity of concrete on the stiffness of columns. This technique was successfully implemented in the design of the US 95/Auto Show Drive Interchange southbound on ramp bridge to accommodate the effects of temperature movement, pre-stress shortening, creep and shrinkage. This four-span, multi-cell, post-tensioned, concrete box girder bridge is comprised of two intermediate spans of 167 feet and two adjacent back spans measuring 85 feet and 100 feet. To reduce the high demands placed on the columns a time-based effective modulus of elasticity of concrete was used. Subsurface column isolation casing and drilled shaft foundations were also used to reduce column stiffness and provide improved load distribution throughout the structural system.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Box girder bridges
KW  - Columns
KW  - Concrete
KW  - Concrete bridges
KW  - Concrete construction
KW  - Concrete curing
KW  - Interchanges
KW  - Modulus of elasticity
KW  - Shrinkage
KW  - Stiffness
KW  - Temperature
UR  - https://trid.trb.org/view/790651
ER  - 

TY  - CONF
AN  - 01036257
AU  - Nenaydykh, Yan
AU  - Sloutsky, Boris
AU  - Kurian, Anil
AU  - National Concrete Bridge Council
TI  - Brady Street Post-Tensioned Concrete Pedestrian Bridge
PY  - 2006
SP  - 13p
AB  - The Brady Street Pedestrian Bridge connects a bluff-top neighborhood and a regional bike trail to Milwaukee’s Lakefront at McKinley Park. The existing structure was a pedestrian stairway system that was functionally obsolete and did not meet current Americans with Disabilities Act (ADA) requirements.  The new bridge is an outstanding, one-of-a-kind in Wisconsin, post-tensioned concrete bridge spanning Lincoln Memorial Drive - a major arterial street, as well as a bike path that connects the Brady Street District to the Oak Leaf Trail and to the Lakefront. The paper describes the design concept and challenges faced while developing an aesthetically pleasing landmark in Milwaukee.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Americans with Disabilities Act
KW  - Bikeways
KW  - Bridges
KW  - Concrete bridges
KW  - Crosswalks
KW  - Footbridges
KW  - High performance concrete
KW  - Milwaukee (Wisconsin)
KW  - Pedestrian areas
KW  - Pedestrian malls
KW  - Pedestrian safety
KW  - Post tensioned concrete bridge
KW  - Walkways
UR  - https://trid.trb.org/view/790446
ER  - 

TY  - CONF
AN  - 01036256
AU  - Maday, Mark A
AU  - Schmid, Karl E
AU  - Schuchardt, Lee
AU  - National Concrete Bridge Council
TI  - Design of Prestressed Concrete I-Girder Bridges for the Marquette Interchange
PY  - 2006
SP  - 16p
AB  - The design for the new Marquette Interchange in Milwaukee, Wisconsin includes over 1.7 million square feet of new bridge deck. Prestressed concrete I-girder bridges were well suited for a large elevated viaduct running east-west through the interchange and at over 750,000 square feet of new bridge deck area, ended up being the predominant replacement structure type for the design of the new interchange. The selection and use of these economical structures was vital in completing this mega project within a tightly controlled program budget. The design team worked with the Wisconsin Department of Transportation to build upon the Department’s vast experience designing and building prestressed I-girder bridges. The project is one of the first in Wisconsin to use 72” wide flange (bulb-T) girders (72”W) and included concrete strengths up to 8,000 psi and individual girder lengths up to 150 feet. The paper discusses design details and construction provisions incorporated into the Marquette project to enhance the durability, speed of construction and aesthetics of these bridges.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge decks
KW  - Bridge design
KW  - Concrete
KW  - Concrete bridges
KW  - Concrete construction
KW  - Concrete structures
KW  - Highway bridges
KW  - I-girders
KW  - Interchanges
KW  - Milwaukee (Wisconsin)
KW  - Prestressed concrete
KW  - Viaducts
UR  - https://trid.trb.org/view/790505
ER  - 

TY  - CONF
AN  - 01036252
AU  - Mirtalaei, S Kamal
AU  - National Concrete Bridge Council
TI  - Economic LRFD Design of Post Tensioned HPC/HSC Box Girder Bridge Superstructures
PY  - 2006
SP  - 18p
AB  - With the Federal Highway Administration mandated implementation of the LRFD specifications by October 2007, many United States Departments of Transportation (USDOTs) have already started implementing the AASHTO-LRFD specifications. The preparation of such an endeavor has initiated a number of research investigations by the Arizona Department of Transportation, Bridge Design Group in several aspects of the LRFD Specifications.  Apart from the new specifications, High Strength/High Performance Concrete is going to be selectively used by most USDOTs.  This paper presents the investigation on several design aspects of post-tensioned box girder bridges designed by LRFD Specifications using conventional or High Strength Concrete (HSC). A computer spreadsheet was specifically developed for this investigation. It is capable of analysis, design and cost evaluation of the superstructure for a cast-in-place post-tensioned box girder bridge. Optimal design of a post-tensioned box girder is achievable by correct selection of design variables. Cost evaluation of superstructures with different geometrical and material configurations have led to the development of optimum design charts for these types of superstructures. Variables used to develop these charts include among others, span length, section depth, web spacing, tendon profile and concrete strength.  The use of High Strength Concrete was also known to be a significant structural advantage in post-tensioned concrete box girder design. It was observed that High Strength Concrete enables the achievement of significantly longer span lengths and/or longer web spacing that is not achievable when using normal strength concrete.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Arizona Department of Transportation
KW  - Box girder bridges
KW  - Bridge design
KW  - Bridge spans
KW  - Bridge superstructures
KW  - Cast in place concrete
KW  - Cast in place structures
KW  - Concrete strength
KW  - Flanges
KW  - High performance concrete
KW  - High strength concrete
KW  - Post tensioned concrete bridge
KW  - Prestressed concrete
KW  - State departments of transportation
KW  - Tendons (Bridges)
KW  - Web stiffened structures
UR  - https://trid.trb.org/view/790273
ER  - 

TY  - CONF
AN  - 01036251
AU  - Keller, Chad A
AU  - Girgis, Amgad M
AU  - Tadros, Maher K
AU  - National Concrete Bridge Council
TI  - Interstate 80 Over Platte River Bridge Deck Project
PY  - 2006
SP  - 15p
AB  - The Platte River Bridge is located on Interstate 80 and it connects the two largest cities in Nebraska, Lincoln and Omaha. A great number of commuters, as well as a large number of trucks are using this section of the interstate. The existing bridge is scheduled to be replaced as part of the project that will widen this section of the interstate to three lanes. The interstate bridge over the Platte River will be rebuilt as two, three-lane bridges. Each bridge is approximately 1850 ft long and 62 ft wide. Because of the significance of this bridge, NDOR investigated using full-depth precast deck panels prestressed in both directions to achieve superior performance and rapid construction. The proposed system employed a deck panel that was 62 ft wide, 12 ft long and 7 in. thick and was made from high performance concrete. These panels were to be pretensioned in the transverse direction and post-tensioned in the longitudinal direction.  The design also entailed a precast barrier that would be connected to the panels. The initial cost of the proposed prestressed deck panel system was higher than the CIP option because of the overlay expenses. Therefore, the CIP option was chosen to be specified in the letting drawings.  This paper describes the design and the construction of the higher quality precast deck panel’s solution and presents the benefits gained if this superior system had been used. This paper also presents the details and design of a more cost-effective full-depth deck panel system to compete with the traditional cast-in-place concrete bridge deck.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge decks
KW  - Bridge replacement
KW  - Cast in place structures
KW  - Nebraska
KW  - Panels
KW  - Precast concrete
KW  - Prestressed concrete bridges
KW  - Pretensioning
KW  - Rapid construction
UR  - https://trid.trb.org/view/790672
ER  - 

TY  - CONF
AN  - 01036250
AU  - Wang, Ning
AU  - Girgis, Amgad F Morgan
AU  - Tadros, Maher K
AU  - National Concrete Bridge Council
TI  - The Magic of Prestressing Confined Concrete
PY  - 2006
SP  - 12p
AB  - Reinforced concrete members with axial compression forces may be confined by using transverse steel to enhance the member strength and ductility. The aim of this paper is to confirm the existing confinement theory by testing, to develop practical and cost-effective confinement details in fabricating the prestressed members, and to develop a design procedure to account for confinement. This paper summarizes an extensive study on the theory of confined reinforced concrete.  Practical methods of confinement are analyzed, tested and compared. Tests have shown that the confinement of concrete by suitable arrangements of transverse reinforcement results in a significant increase in both the strength and the ductility of compressed concrete. Proposed confinement details are also presented.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Axial compression
KW  - Compressed concrete
KW  - Compressive strength
KW  - Concrete
KW  - Ductility
KW  - Lateral confinement pressure
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Reinforced concrete
KW  - Wired wire reinforcement
UR  - https://trid.trb.org/view/790274
ER  - 

TY  - CONF
AN  - 01036249
AU  - Saber, Aziz
AU  - Roberts, Freddy L
AU  - Alaywan, Walid
AU  - Zhou, Xiang
AU  - National Concrete Bridge Council
TI  - Impact of Higher Truck Loads on Remaining Safe Life of Louisiana Concrete Bridge Girders
PY  - 2006
SP  - 10p
AB  - This paper describes how the evaluation of the load capacity of existing bridges is a major concern for the Louisiana Department of Transportation and Development. It describes how available funds must be expended in a rational strategy, which would allow for bridge inspection, maintenance or rehabilitation. This paper evaluates the proposed higher truck loads and their economic impact to the state and to the industry. The review of the consequences of adapting such regulations on the existing Louisiana bridges is performed using a deterministic load capacity evaluation as well as a reliability assessment. The state bridges are evaluated to satisfy regulations and the new loading requirements. The target reliability level is derived from bridge structures designed to satisfy AASHTO standard design specifications and to satisfy safe and adequate performance levels. Detailed load capacity evaluations and reliability analyses are performed on a representative sample of bridges to provide specific examples of expected changes in rating, and safety levels. A fatigue cost is estimated to be assessed for each crossing of a bridge and permit fees for the proposed truck weight regulation is determined.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Axle loads
KW  - Bearing capacity
KW  - Bridges
KW  - Girder bridges
KW  - Load limits
KW  - Louisiana
KW  - Reliability
KW  - Reliability-based assessment (Bridge engineering)
KW  - Truck loads
UR  - https://trid.trb.org/view/792460
ER  - 

TY  - CONF
AN  - 01036248
AU  - Peavy, Matthew D
AU  - Talley, Andrea
AU  - Puckett, Jay A
AU  - National Concrete Bridge Council
TI  - New LRFD Design and Analysis Software for Reinforced Concrete Slab Bridges
PY  - 2006
SP  - 13p
AB  - This paper describes how the bridge engineering profession is consistently shifting its bridge analytical methodologies to  the American Association of State Highway and Transportation Officials’ Load and Resistance Factor Design (LRFD) Bridge Specifications. The Concrete Reinforcing Steel Institute has developed analytical software – called SLAB BRIDGE DESIGNER 2.0 – based on the LRFD Bridge Specifications to further aid in the design of reinforced concrete slab bridges. This technical paper illustrates typical reinforced concrete slab bridge designs, and describes the input, computational methodology, and output of SLAB BRIDGE DESIGNER 2.0.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Analysis
KW  - Analytical tools
KW  - Bridge design
KW  - Bridge engineering
KW  - Concrete
KW  - Concrete bridges
KW  - Load and resistance factor design
KW  - Reinforced concrete
KW  - Reinforced concrete bridges
KW  - Reinforcing bars
KW  - Software
UR  - https://trid.trb.org/view/790596
ER  - 

TY  - CONF
AN  - 01036247
AU  - Pearson-Kirk, Donald
AU  - Croke, Kelly S
AU  - Lynch, Martin
AU  - National Concrete Bridge Council
TI  - Achieving Best Value and Minimizing Disruption Through Bridge Management Plans
PY  - 2006
SP  - 9p
AB  - Many European Government Agencies have now generally accepted that their concrete structures – for example, buildings and bridges - will be managed more cost-effectively if the condition of the structures is accurately known. For agencies with a large number of structures, there is often a problem in prioritizing the structures for investigation as the only records available generally consist of visual inspection reports. However, visual inspections alone are not always sufficient. The condition of structures and the causes of any deterioration must be accurately determined by testing and monitoring, if the structures are to be managed cost-effectively and if safety and operational requirements are to be achieved. The ideology currently used by maintenance engineers has to change. The paper outlines how structures may be prioritized for condition monitoring by developing three-phase management plans. The first phase is a desk study where previous inspection reports are reviewed and relevant data inputted into a rating equation that is used to prioritize structures for investigation. The second phase comprises preliminary site inspections of selected structures, the results of the inspections being used to check the validity of the rating equation and its amendment if considered necessary. The third phase consists of site investigations to the higher priority structures, where the causes, extent and severity of deterioration are determined. A case study is presented to demonstrate the very significant benefits of this three-phase management process.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Best practices
KW  - Bridge management
KW  - Bridges
KW  - Concrete structures
KW  - Condition surveys
KW  - Cost effectiveness
KW  - Europe
KW  - Management
KW  - Safety
KW  - Structures
KW  - Testing
KW  - Value
UR  - https://trid.trb.org/view/790452
ER  - 

TY  - CONF
AN  - 01036245
AU  - Sharp, Stephen R
AU  - Virmani, Y Paul
AU  - National Concrete Bridge Council
TI  - Effect of Concrete Surface Changes on Electrochemical Chloride Extraction Efficiency
PY  - 2006
SP  - 20p
AB  - Electrochemical chloride extraction (ECE) is used to mitigate corrosion in reinforced concrete structures. During ECE, it is typical for the current passing through the concrete, and therefore the quantity of chlorides removed, to diminish. While studying the current decrease, it was revealed that the resistance of the concrete surface layer increases considerably during ECE, which effectively restricts the current flow, while the resistance of the underlying layer of concrete either decreases or remains constant. The increased resistance of the surface layer concrete is accompanied by the formation of a tightly adhering film on the concrete surface. During this study, it was determined that mechanically removing or to some extent, chemically inhibiting the surface film can result in an increase in ECE efficiency.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridges
KW  - Chemical extraction
KW  - Chlorides
KW  - Concrete
KW  - Corrosion protection
KW  - Corrosion resistance
KW  - Electrochemical corrosion
KW  - Electrochemical processes
KW  - Rebars
KW  - Steel
KW  - Surfaces
UR  - https://trid.trb.org/view/790512
ER  - 

TY  - CONF
AN  - 01036243
AU  - Freyne, Seamus F
AU  - Trost, Steve
AU  - National Concrete Bridge Council
TI  - A New Test to Address Problems with Concrete Bridge Deck Overlays
PY  - 2006
SP  - 2p
AB  - This paper describes how concrete bridge deck overlays have experienced problems in Oklahoma and elsewhere throughout the country. While overlays are designed to extend the life of a concrete bridge deck by 20 years or more, it has been observed that many recent overlays are exhibiting poor bonding to the existing concrete bridge deck, as confirmed by cracking and delaminating problems. It is believed that there are about 20 new overlay projects every year in Oklahoma, and each typically costs about $220/m2 ($20/ft2). Many overlays are requiring repairs within a short period of time, sometimes as little as one month, which adds to the expense. The precise cause of the distresses to the overlays is unknown. Possible causes include weaknesses or defects in the existing concrete or inadequate surface preparation prior to placement of the overlay. A study will be underway soon to examine concrete bridge deck overlays that have been built since 2000 to gain an understanding of why some recent overlays perform well and why others experience early bond problems. The study will involve the collection of extensive data on concrete bridge deck overlays to identify any variables that may be causing poor bond between the new and old concrete. Information will include bridge location, type of bridge structure, mean daily traffic date of original bridge construction, date of overly construction, cost of the overlay, overlay construction procedures, traffic control during overlay construction, surface preparation prior to placement of the overlay, overlay thickness, concrete mixture design, concrete curing procedures, fresh and hardened concrete properties, repairs since the overlay was built, and present condition of the overlay. A bond test will be performed on these bridges to provide an assessment of the bond between the new and old concrete, and also the quality of the new and old concrete. The bond test, also called the pull off test, became an ASTM specification in 2004 (ASTM C 1583), and it can be performed on concrete bridge decks prior to placement of an overlay as well as after placement of an overlay. The test is minimally destructive, as it involves attaching a small disk to the concrete surface with epoxy, drilling a partial core the same diameter as the disk into the concrete surface, and then applying a force to pull off the disk and a quantity of concrete attached to the disk. Concrete that has a high permeability and a high content of chlorides will likely have a low bond test value. Concrete that was somehow damaged during surface preparation will also likely have a low bond test value. There may be a high correlation between overlay performance and bond test data. It may be found that there is a minimum bond value that is necessary for adequate durability of the concrete bridge deck overlay. A bond test performed prior to placement of an overlay may be useful as a guide to the kind of bridge deck repair that is necessary. If the existing concrete does not meet a minimum bond value, then it is likely that additional depth should be removed from the bridge deck to reach sound concrete or an alternative surface preparation should be employee prior to placement of the overlay. Very low bond values may indicate that a full depth bridge deck replacement is necessary. Preliminary studies were conducted to examine two brands of bond test instruments, several different brands and types of epoxy for attaching disks to concrete, and disk size, both 50 mm (2 in) and 75 mm (3 in)  diameters. Though ASTM C 1583 specifies 50 mm (2 in) disks, the larger 75 mm (3 in) disks produced less variability in the test results.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Admixtures
KW  - Bridge construction
KW  - Bridge decks
KW  - Concrete bridges
KW  - Concrete curing
KW  - Cracking
KW  - Data collection
KW  - Mix design
KW  - Oklahoma
KW  - Overlays (Pavements)
KW  - Specifications
KW  - Surfaces
UR  - https://trid.trb.org/view/792483
ER  - 

TY  - CONF
AN  - 01036241
AU  - Turmo, Jose
AU  - Ramos, Gonzalo
AU  - Aparicio, Ángel C
AU  - National Concrete Bridge Council
TI  - Shear Strength of Dry Joints of Concrete Precast Segmental Bridges
PY  - 2006
SP  - 13p
AB  - The universally accepted theory to evaluate the shear strength of dry joints with shear keys considers that the shear stresses are transmitted across the joint through two qualitatively and quantitatively different mechanisms. The first mechanism represents the friction resistance that arises when two flat and compressed surfaces attempt to slide one against the other, the second mechanism considers the support effect of the castellated shear keys. Though the shear flow mechanisms across the dry joints are qualitatively well known, there is no consensus regarding its quantification. The application of the formulation proposed by the various authors leads to very different values of the ultimate shear capacity of the dry joints (with results that can vary 100%). This work presents a study of the behavior of segmental bridges, focusing on the response of dry castellated joints under shear, in service and ultimate limit states. Tests have been performed on panels with different levels of prestressing, evaluating the behavior of castellated dry joints under direct shear. The possible benefit of using steel fiber reinforced concrete (SFRC) is also evaluated, casting and testing reinforced and SFRC panels. The results obtained in these tests, as well as those found in the literature have been compared with several design formulae for assessing the load-carrying capacity of dry interlocked joints without epoxy, identifying the formulae that gives the best predictions.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Fiber reinforced concrete
KW  - Joints (Engineering)
KW  - Precast concrete
KW  - Segmental bridges
KW  - Segmental construction
KW  - Segmental structures
KW  - Shear strength
KW  - Stresses
UR  - https://trid.trb.org/view/790313
ER  - 

TY  - CONF
AN  - 01036236
AU  - Stern, Izhak Z
AU  - National Concrete Bridge Council
TI  - Spliced-Girder Bridges: The Way to Maximize Span/Depth Ratio
PY  - 2006
SP  - 17p
AB  - The designer can minimize the depth of the superstructure for a given span using spliced-girders with cast in place joint at low moment zone. This method allows a span/depth ratio of up to 30 versus up to 22 in other bridges composed of precast elements.  This higher span/depth ratio is possible since unlike in other methods, the moments distribution due to the self-weight is similar to the moments distribution in continuous beam. This method can extend the maximum span of standard precast beam elements; for example, standard AASHTO VI section may be used for up to 200 ft span. Longer spans may be achieved using nonstandard sections. The spans length is limited only by the weight of the precast segments. Typical design problems are the small eccentricity of the continuous post-tension tendon at the pier and lack of concrete compression area for the ultimate negative moment. These problems can be overcome by optimization of the post-tension tendon profile.  This paper will discuss in detail these issues; examples of a bridge made of standard AASHTO VI girders with 170 ft span and of a bridge with 177 ft span made of channel section 5’-10” depth girders will be presented.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Beams
KW  - Bridge design
KW  - Bridge spans
KW  - Bridge superstructures
KW  - Depth ratio
KW  - Girder bridges
KW  - Moments (Mechanics)
KW  - Post tensioned concrete bridge
KW  - Post tensioned segmental beams
KW  - Precast concrete
KW  - Spliced girders
UR  - https://trid.trb.org/view/790506
ER  - 

TY  - CONF
AN  - 01036235
AU  - Sorour, Mohamed
AU  - Schonknecht, Kyle
AU  - Elbadry, Mamdouh
AU  - National Concrete Bridge Council
TI  - Development of a Corrosion-Free Hybrid FRP-Concrete Truss Girder Bridge System
PY  - 2006
SP  - 1p
AB  - This paper describes how an innovative corrosion-free system for short- and medium-span bridges has been developed at the University of Calgary. The system consists of precast prestressed concrete truss girders and cast-in-situ concrete deck. The girders consist of top and bottom concrete flanges connected by vertical and diagonal members made of fiber reinforced polymer (FRP) tubes filled with concrete. The vertical members, subjected to compression, are connected to the flanges by Glass FRP dowels protruding from the ends. The diagonal members, subjected to tension, are connected to the flanges by headed studs. The FRP tubes serve as stay-in-place formwork, confine the concrete core in the compression members, provide tensile reinforcement in the tension members, and protect the concrete from the environment. The truss flanges are pretentioned with carbon FRP tendons. The deck slab reinforcement consists of corrosion-resistant steel bars in the bottom transverse layers and glass FRP bars in the bottom longitudinal and the top layers. The girders are posttensioned with external carbon FRP tendons to balance the slab weight and to provide continuity in multi-span bridges. Advantages of the new system are reduced self-weight and enhanced durability. The light weight reduces the initial cost and allows for longer spans; the improved durability reduces the maintenance cost and can extend the life span to 100 years, instead of the 50 years for which many existing bridges were designed but failed to achieve. This paper describes the general details of the new system and presents experimental evaluation its most important aspects, including the effects of different types of FRP tubes on confining concrete in the compression members, and the performance of different types of connection between the tension members and the flanges. Three types of FRP tube are examined and four types of connection are investigated. The results of testing twelve connection specimens under static or fatigue loading are presented. Three 8m long girders comprising the best type of FRP tube and the best performing connection are built and tested for strength and service load behavior under static, fatigue and time-dependent effects. The research thus far has shown excellent performance of the proposed new system.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge decks
KW  - Concrete
KW  - Concrete bridges
KW  - Corrosion resistance
KW  - Durability
KW  - Fiber reinforced concrete
KW  - Fiber reinforced materials
KW  - Flanges
KW  - Girder bridges
KW  - Girders
KW  - Hybrid construction
KW  - Reinforcement (Engineering)
KW  - Stay in place
KW  - Tensile strength
KW  - Truss bridges
UR  - https://trid.trb.org/view/792477
ER  - 

TY  - CONF
AN  - 01036234
AU  - Bowser, Joan
AU  - Muskett, Morris
AU  - Laitres, Steve
AU  - National Concrete Bridge Council
TI  - The Merging of Form and Function Pits and Highpoints in Aesthetic Design of the Guadalupe County Bridges
PY  - 2006
SP  - 11p
AB  - This paper is a case study of aesthetics in the design of the Guadalupe County Bridges over Interstate 40 in New Mexico. Aesthetics were considered in the design from the conceptual beginning to the end of construction. Decisions regarding the form developed by beam, pier, and MSE wall shapes were facilitated by using simply rendered three- dimensional models to covey an idea of the proposed shapes and bridge. Designs added to the bridges were kept large, simple, and coherent to avoid “rubbernecking” and related traffic safety problems.  Designs were developed and constructed at reasonable cost using a state of the art forming system consisting of computer cut foam inserts glued to the forms. The insert design allows future repainting without an artist and enhances other visibility features. Cast in place artwork was done using rigid plastic anchored to forms with screws. The bridges have become a tourist attraction themselves with people stopping to take pictures. Perhaps, similar future designs will incorporate tourist parking.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Aesthetics
KW  - Beams
KW  - Bridge design
KW  - Bridge piers
KW  - Cast in place structures
KW  - Computer aided design
KW  - New Mexico
KW  - State of the art
KW  - Three dimensional displays
KW  - Tourist attractions
KW  - Traffic safety
UR  - https://trid.trb.org/view/790442
ER  - 

TY  - CONF
AN  - 01036233
AU  - Yang, Yuhe
AU  - National Concrete Bridge Council
TI  - Bridge Replacement with Minimized Traffic Interruption
PY  - 2006
SP  - 20p
AB  - Replacing the Fremont Bascule Bridge Approaches without shutting down traffic flow is somewhat like performing a heart surgery of a human body while maintaining the blood flow. The Fremont Bridge is a major urban transportation link that is located near Downtown Seattle. The site is surrounded by building plazas, city streets and a river. The design consultant developed an innovative design that would minimize the traffic interruption during the construction and therefore meet the City of Seattle’s requirement of maintaining traffic while replacing the approaches. The design allows the construction to be carried out in several major phases: Phase 1: The footings and substructures will be constructed under the existing structures which are still carrying the traffic. Phase 2: The east halves of both existing approaches will be removed and replaced. Feasible crane positions and girder shipping routes were verified before finalizing the girder layouts and the demolition plans. Phase 3: The traffic will be redirected to the newly completed east halves of the structures, and the west halves of existing approach will be removed and replaced. Phase 4: Completing the center portion of the new bridge. The challenges of the design included considering the construction sequences, and evaluating the constructability throughout the design.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge approaches
KW  - Bridge construction
KW  - Bridge decks
KW  - Bridge management
KW  - Bridge management systems
KW  - Bridge replacement
KW  - Seattle (Washington)
KW  - Traffic flow
UR  - https://trid.trb.org/view/790509
ER  - 

TY  - CONF
AN  - 01036232
AU  - Seniwongse, Muangsangop
AU  - National Concrete Bridge Council
TI  - Design Build of a 4-Km Long Concrete Viaduct in One Year
PY  - 2006
SP  - 11p
AB  - This paper presents the management and the execution of the design-build contract of the 4-km long Ram-Kham-Haeng Viaduct, in Bangkok. The detailed design and the construction were completed within the contract period of one year, between November 1997 and November 1998. The viaduct consists of multiple spans concrete beams and slab deck supported on single column concrete piers situated in the median of the at-grade road. The deck is 18 meter wide carrying 4 lanes of traffic. The typical span is 30 meter long. The deck consists of precast pretensioned concrete beams with precast pretensioned slab form acting in composite with cast in-situ concrete topping. The pier, founded on concrete bored pile foundation, consists of cast-in-place reinforced concrete column and post-tensioned concrete cap beam. The inverted tee beam cross section of the cap beam was designed to support the dapped end deck beams with matching bottom elevation. The bottom flange of the cap beam was precast and the top stem was cast-in-place, and posttensioned in multi stages. Discussion and recommendations on the contributing factors for the successful completion of the project within the short time and within budget are given. These factors include the Design Build Contract, the use of simple design and construction of typical details, the use of precast concrete, the elimination of temporary formwork, and the most important factor is the selection of the right key personnel.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bangkok (Thailand)
KW  - Beams
KW  - Concrete
KW  - Concrete construction
KW  - Concrete structures
KW  - Design build
KW  - Management
KW  - Post tensioned segmental beams
KW  - Precast concrete
KW  - Slabs
KW  - Viaducts
UR  - https://trid.trb.org/view/790507
ER  - 

TY  - CONF
AN  - 01036229
AU  - Collard-Jenkins, Stephen
AU  - Cains, Robert J
AU  - Pearson-Kirk, Donald
AU  - National Concrete Bridge Council
TI  - Sulfate Induced Deterioration of Above Ground Components of Highway Structures
PY  - 2006
SP  - 9p
AB  - Growing evidence of sulfate attack of concrete structures led to Parsons Brinckerhoff funding an investigation of sulfate induced deterioration of above ground components of concrete structures. This paper will review the findings of the research project with respect to the prevalence of sulfate attack; its extent; and the identification of structures at risk. Improvements in the identification of sulfate attack are discussed and the performance of sulfate resisting cements and blended cements reviewed. Case studies will be presented that demonstrate that sulfate attack of above ground structures is more widespread than previously thought, sometimes as a result of lack of diagnosis or of misdiagnosis. The case studies are on structures in the United Kingdom and in the United States.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Biodeterioration
KW  - Blends
KW  - Bridge superstructures
KW  - Case studies
KW  - Cement
KW  - Concrete
KW  - Concrete structures
KW  - Corrosion
KW  - Damage diagnosis (Structural engineering)
KW  - Deterioration
KW  - Deterioration by environmental action
KW  - Sulfate resisting cement
KW  - United Kingdom
KW  - United States
UR  - https://trid.trb.org/view/790515
ER  - 

TY  - CONF
AN  - 01036227
AU  - Narasinghe, S B
AU  - Karunananda, PAK
AU  - Dissanayake, P B R
AU  - National Concrete Bridge Council
TI  - Service Life Prediction of Masonry Arch Bridges using Artificial Neural Networks
PY  - 2006
SP  - 12p
AB  - This paper presents a methodology for predicting reliability based remaining service lives and estimation of serviceability conditions for masonry arch bridges using Artificial Neural Networks (ANNs). In this ANNs analysis, training was processed by Back-Propagation (BP) Algorithm with corresponding parameters. The critical failure mode of the masonry arch bridge is based on axle loads. The parameters for Back-Propagation are mean values ( M μ ) and standard deviations ( M σ ) of proposed safety margin of the masonry arch bridge. Those parameters were used to predict the serviceability condition of the masonry arch bridges. Finally, the remaining service life of the masonry arch bridge was determined using a target failure probability, while assuming that the current rate of loading magnitude and frequency are constant for future prediction. Proposed methodology is illustrated with a case study bridge selected in the national road network of Sri Lanka.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Algorithms
KW  - Arch bridges
KW  - Backpropagation
KW  - Failure
KW  - Failure analysis
KW  - Masonry bridges
KW  - Neural networks
KW  - Reliability
KW  - Reliability index
KW  - Service life
KW  - Serviceability
UR  - https://trid.trb.org/view/792481
ER  - 

TY  - CONF
AN  - 01036226
AU  - Silliman, Kelly R
AU  - Newtson, Craig M
AU  - National Concrete Bridge Council
TI  - Effect of Misting Rate on Concrete Shrinkage
PY  - 2006
SP  - 19p
AB  - This paper describes how concrete shrinkage at early ages can produce shrinkage cracks that reduce durability of the slab. The curing method used during construction can have a direct effect on shrinkage. In order to quantify the effect of mist rate on shrinkage, five concrete slabs were placed. Each slab was misted at a different rate for four hours, beginning at the start of concrete placement. After misting was completed, the slabs were covered with wet burlap for seven days. Strains in the concrete slabs were monitored for 28 days. Previous research on early age shrinkage has shown that providing 100% relative humidity above the concrete can reduce shrinkage. Results in this paper show that over the course of 28 days, approximately 10-15% of the 300 με benefit is lost to increased shrinkage. Shrinkage between four hours and 28 days increased as the mist rate was increased.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Concrete
KW  - Concrete curing
KW  - Cracking
KW  - Durability
KW  - Early age cracking
KW  - Evaporation
KW  - Humidity
KW  - Mist
KW  - Shrinkage
KW  - Slabs
KW  - Strain (Mechanics)
UR  - https://trid.trb.org/view/790642
ER  - 

TY  - CONF
AN  - 01036225
AU  - Trejo, David
AU  - Reinschmidt, Kenneth F
AU  - National Concrete Bridge Council
TI  - The Value of "Building Fast" and "Building to Last"
PY  - 2006
SP  - 18p
AB  - Constructing bridges fast, efficiently, and with high quality can provide significant economic benefits. However, these changes come at an initial cost. Engineers are often required to make relatively fast decisions, with limited information, about which systems, construction methods, and/or materials can be used to maximize value to the traveling public. A system or method that decreases project duration creates value for the public; a project delivered earlier is worth more. However, if the cost to accelerate the construction is excessive, this value is lost. A bridge constructed to a higher quality level can also create value; a bridge requiring less maintenance and exhibiting an extended service life is worth more. As with the accelerated construction scenario, if the cost of extending the service life of the bridge structure is excessive, no value is created. This paper presents simple and relatively fast methods for assessing the economics of implementing accelerated construction and/or constructing with durable materials.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Bridge engineering
KW  - Bridges
KW  - Construction and maintenance
KW  - Cost effectiveness
KW  - Design build
KW  - Durability
KW  - Materials
KW  - Materials in specific structural applications
KW  - Quality of work
KW  - Service life
UR  - https://trid.trb.org/view/790277
ER  - 

TY  - CONF
AN  - 01036224
AU  - Laumet, Pascal
AU  - Czarnecki, Artur A
AU  - Nowak, Andrzej S
AU  - National Concrete Bridge Council
TI  - Development of the Midwest-Specific Selfconsolidating Concrete for Bridges
PY  - 2006
SP  - 14p
AB  - This paper presents the results of a project with the objective to develop a self consolidating concrete (SCC) mix design using materials available at the Midwest. Mixing requirements, chemical composition and specification of the components are presented.  The properties of the mix and hardened concrete are summarized. The SCC mix is developed using US/Midwest ingredients (cement, aggregates, fly ash, and water), special admixtures and superplasticizers.  Fresh and hardened concrete were tested to compare their properties. For bridge applications, concrete has to demonstrate a sufficient resistance to freeze and thaw cycles, therefore the samples of SCC were subjected to tests that confirmed their adequacy. The mechanical properties and cost of SCC are compared with the properties and costs of ordinary concrete that is typical for application in pavements and bridge deck slabs.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Admixtures
KW  - Aggregates
KW  - Bridges
KW  - Cement
KW  - Chemical composition
KW  - Concrete mixing
KW  - Fly ash
KW  - Freeze thaw durability
KW  - Hardened concrete
KW  - Mix design
KW  - Self-consolidating concrete
KW  - Superplasticizers
UR  - https://trid.trb.org/view/790305
ER  - 

TY  - CONF
AN  - 01036223
AU  - Talley, Andrea
AU  - Sheikhizadeh, Mohammad
AU  - National Concrete Bridge Council
TI  - Meeting Challenges in Design and Construction
PY  - 2006
SP  - 3p
AB  - This paper describes how the State of Washington constructs over seventy percent of its bridges with concrete. In excess of eighty percent of concrete bridges are constructed with pre-cast girders that employ high performance concrete. This paper will feature construction slides of two structures from inception of design to completion and it highlights the lessons learned during the course of construction.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Bridge design
KW  - Concrete construction
KW  - High performance concrete
KW  - Precast concrete
UR  - https://trid.trb.org/view/790643
ER  - 

TY  - CONF
AN  - 01036221
AU  - Ozyildirim, Celik
AU  - National Concrete Bridge Council
TI  - HPC Implementation in Virginia – Lessons Learned
PY  - 2006
SP  - 14p
AB  - This paper describes how, since the mid-1990s, in cooperation with the Federal Highway Administration, the Virginia Department of Transportation (VDOT) has embarked on an experimental high-performance concrete (HPC) program. However, even prior to this undertaking, VDOT had been experimenting with and using HPC in structures, especially overlays. This paper briefly summarizes the developments and discusses the lessons learned from the implementation of HPC. The early HPC work focused on latex-modified concrete and silica fume concretes in overlays. The HPC program initially entailed work with normal weight aggregates and focused on high workability, high strength, low permeability, and crack and heat control. Later in the program, lightweight HPCs were developed and used. HPC work has provided a wide-ranging experience that will be presented in the paper. Lessons learned include emphasizing the importance of working closely with the industry, setting realistic goals and attaining incremental improvements, specifying the characteristics required and focusing on performance, paying more attention to construction practices, and emphasizing life-cycle cost analysis.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Cracking
KW  - Durability
KW  - High performance concrete
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Lightweight concrete
KW  - Permeability
KW  - Self compacting concrete
KW  - Strength of materials
KW  - Virginia
KW  - Virginia Department of Transportation
UR  - https://trid.trb.org/view/790603
ER  - 

TY  - CONF
AN  - 01036219
AU  - Trujillo, Ray M
AU  - National Concrete Bridge Council
TI  - New Mexico’s 32-Day Bridge
PY  - 2006
SP  - 10p
AB  - The purpose of this project was to utilize High Performance Concrete (HPC) materials and precast substructure units to replace the old interstate overpass with minimal roadway user impacts. The cast-in-place substructure work for the new bridge was built under the old bridge. Once the cast-in-place substructure work for the new bridge was completed, the old bridge was closed to traffic, demolished, and the superstructure of the new bridge completed and opened to traffic within 32 calendar days. Precast box girders and a precast pier cap were used, which significantly minimized construction time, and reduced user cost versus conventional construction methods. The contractor for the bridge was Reiman Corporation from Cheyenne, Wyoming. Construction began in February 2004. Once the substructure work for the new bridge was completed, the old bridge was closed to traffic on June 1, 2004 and the new bridge re-opened to traffic on July 3, 2004, for a total of 32 calendar days. The new bridge was then completed on July 22, 2004 for a total construction time of five (5) months. Careful planning, research, and partnering with the Contractor made this rapid bridge construction project a success. This project opened doors to innovative, cost and time effective technologies that will be used in bridges of the future.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Box girders
KW  - Bridge construction
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Cast in place concrete
KW  - Cast in place structures
KW  - Concrete construction
KW  - High performance concrete
KW  - New Mexico
KW  - Precast concrete
UR  - https://trid.trb.org/view/790508
ER  - 

TY  - CONF
AN  - 01036217
AU  - Murugesh, Ganapathy
AU  - Cormier, Karen
AU  - Thomure, Jeff
AU  - National Concrete Bridge Council
TI  - Case Study: Construction of the New Benicia Martinez Bridge
PY  - 2006
SP  - 20p
AB  - This paper describes how the New Benicia Martinez Bridge, which crosses the Carquinez Strait on Interstate 680 in California, is a 17-span sand-lightweight prestressed concrete box girder structure that was constructed primarily by a balanced segmental cast-in-place construction technique. Spans up to 200 meters are constructed using 4.8 meter long segments with a maximum of 19 segments cantilevered from each side of a pier. The main span foundation is composed of large prestressed concrete footings, supported on an eight or nine pile group of 2.5 meter diameter Cast in Drilled Hole (CIDH) concrete piles with permanent casings and 2.2 meter diameter rock sockets. Multiple column configurations include a twinleaf pier and multiple octagonal-shaped four-column piers with connecting pier walls. This structure, when completed, will be among the longest span bridges of its type in North America. This paper will present a number of challenging construction issues encountered to-date and describe the technical assistance provided to the Owner and Contractor by the Design Team. The innovative techniques and tools used to successfully overcome the construction challenges presented in this paper should prove beneficial to the industry. Topics and issues involving successful teamwork between Designer, Contractor, and Owner include: pile steel casing installation technique to mitigate environmental issues, difficult pile steel casing driving conditions, challenges faced during rock socket installation, pile anomaly mitigation, lightweight concrete mix design, mass concrete temperature issues, superstructure construction sequence effects on structural behavior and performance, hinge installation, post-tensioning efficiency, and camber and geometry control. Construction challenges related to these topics presented rich opportunities to develop innovative and effective construction techniques, efficiently mitigate problems, and facilitate construction of the bridge.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Bridges
KW  - Casings
KW  - Geometry control
KW  - Lightweight concrete
KW  - Mass concrete
KW  - Piles (Supports)
KW  - Rock sockets
KW  - Segmental construction
KW  - Thermal expansion
KW  - Thermal fatigue
KW  - Warping
UR  - https://trid.trb.org/view/790652
ER  - 

TY  - CONF
AN  - 01036213
AU  - Epp, William H
AU  - McDonald, Mark J
AU  - National Concrete Bridge Council
TI  - North Avenue Bridge over the Fox River, Aurora, Illinois
PY  - 2006
SP  - 38p
AB  - The original six span concrete arch structure, approximately 550’ in total length, which carries North Avenue over the Fox River in Aurora, Illinois was constructed in the 1920’s. This paper describes how, in 2000, the task of investigating the structural and functional condition of the existing structure was undertaken. The outcome of the investigation indicated the superstructure and portions of the substructure were in need of replacement to carry current design loads. The existing concrete arches and underlying arch foundations would be allowed to remain with limited structural repairs. Because of the historical nature of the structure, the task undertaken by the design team was to design a new structure that would recreate the original look and character of the nearly 80-year-old bridge. The original 1920’s era plans were found and used as the starting point. The original ornamental concrete railings along with the ornamental lights were recreated on the new structure. Likewise, identical spandrel arch beam size and spacing, and column size and spacing, were used in order to obtain historical agency concurrence on the project. Precast elements were used for the railing, transverse beams, deck planks, and other members in order to reduce the amount of falsework required and speed the construction of the project.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge foundations
KW  - Bridge superstructures
KW  - Concrete
KW  - Concrete arch culverts
KW  - Concrete bridges
KW  - Concrete construction
KW  - Construction and maintenance
KW  - Structural analysis
KW  - Structural damages
KW  - Structural engineering
UR  - https://trid.trb.org/view/792462
ER  - 

TY  - CONF
AN  - 01036211
AU  - Darwin, David
AU  - Browning, JoAnn
AU  - Lindquist, Will D
AU  - McLeod, Heather K
AU  - Deshpande, Swapnil
AU  - National Concrete Bridge Council
TI  - Low Cracking High Performance Concrete (LC-HPC) Bridge Decks
PY  - 2006
SP  - 9p
AB  - This paper describes how research over the past 35 years has provided specific guidance on modifications in materials and construction techniques that will reduce the amount of cracking in bridge decks. Research is currently underway in conjunction with 15 state Departments of Transportation and the Federal Highway Administration that includes the construction of 20 low cracking high performance concrete (LC-HPC) bridge decks for which best practices are applied in order to minimize cracking. Techniques to reduce cracking include a reduction in the volume of cement and water, maintaining an adequate air content, optimizing aggregate gradations, deemphasizing the importance of high compressive strength and low concrete permeability, controlling the temperature of the concrete at the time of placement, minimizing evaporation during placement, improved curing, and reducing the rate of drying after curing is complete. The strategies used to minimize cracking are described, along with the results for the initial bridge decks constructed in the program.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Air content
KW  - Bridge decks
KW  - Concrete bridges
KW  - Concrete curing
KW  - Cracking
KW  - Evaporation
KW  - High performance concrete
KW  - Permeability
KW  - Shrinkage
KW  - Temperature
UR  - https://trid.trb.org/view/790674
ER  - 

TY  - CONF
AN  - 01036210
AU  - Cost, V Tim
AU  - National Concrete Bridge Council
TI  - Incompatibility of Common Concrete Materials – Influential Factors, Effects, And Prevention
PY  - 2006
SP  - 24p
AB  - “Incompatibility” of materials can result in unpredictable concrete set (severely extended or even flash set) and unacceptable strength gain, resulting in rejected concrete or significant finishing, curing, and cracking issues. Such occurrences have become more common with high performance and more complex mixtures. Contributing influences include high temperatures, cement sulfate levels, use of class C fly ash, certain chemical admixture formulations, admixture dosages, and methods used to retard hot-weather concrete. These phenomena have been reproduced and explored with sensitivity studies in laboratory testing using simple mortar cube strength and paste calorimetry methods, shown to be useful for identifying potentially problematic material combinations and conditions. Changing one or more of the key material or mixture characteristics was usually successful in restoring normal behavior. Recommendations are presented for avoiding related field concrete issues.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Admixtures
KW  - Aluminates
KW  - Calorimeters
KW  - Concrete
KW  - Concrete construction
KW  - Concrete curing
KW  - Concrete hardening
KW  - Concrete structures
KW  - Curing agents
KW  - Fly ash
KW  - Hydration
KW  - Incompatibility
KW  - Retarders (Concrete)
KW  - Silicates
KW  - Sulfates
UR  - https://trid.trb.org/view/790492
ER  - 

TY  - CONF
AN  - 01036209
AU  - Kleymann, Matt J
AU  - Girgis, Amgad M
AU  - Tadros, Maher K
AU  - National Concrete Bridge Council
TI  - Developing User Friendly and Cost Effective Ultra-High Performance Concrete
PY  - 2006
SP  - 9p
AB  - The recent development of concrete containing extremely high compressive and tensile strength has made new and exciting applications for concrete possible. However, the current cost as well as the mixing and curing procedures for this class of concrete greatly limits its use. The objective of this paper is to attempt to develop a concrete mix using readily available local materials that has comparable performance to the currently available products. In doing so, it is hoped to achieve a mix with greatly reduced cost as well as more practical mixing and curing procedures, allowing a wider range of applications for Ultra High Performance Concrete or UHPC. The main obstacles in using UHPC in cast in place (CIP) or precast concrete applications are the initial setting time and the flowability. A mix with higher flowability and more reasonable initial setting time needs to be achieved in this research in addition to the superior performance of the proposed UHPC mix. The study will investigate and test the w/c ratio, energy added during mixing, particle gradation, as well as the method of mixing and curing to optimize the UHPC’s overall performance.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Cast in place concrete
KW  - Compressive strength
KW  - Concrete curing
KW  - Concrete mixing
KW  - Cost control
KW  - Flowability
KW  - High performance concrete
KW  - Performance evaluations
KW  - Setting (Concrete)
KW  - Setting time
KW  - Tensile strength
KW  - Ultra high performance concrete
UR  - https://trid.trb.org/view/790600
ER  - 

TY  - CONF
AN  - 01036204
AU  - National Concrete Bridge Council
TI  - HPC: Build Fast, Build to Last
PY  - 2006
SP  - v.p.
AB  - This year's conference is co-sponsored by the Federal Highway Administration, the National Concrete Bridge Conference, Nevada Department of Transportation, and the American Concrete Institute. The Concrete Bridge Conference (CBC) has quickly become the premier national venue for the exchange of ideas and information on all aspects of concrete bridge design and construction. Building on the success of the last two conferences held in Nashville and Charlotte-attended by more than 300 bridge engineers, including 100 DOT and highway agency officials-this year's event promises to offer even more to attendees. With 90 papers in 18 technical sessions, the CBC offers state-of-the-art topics fresh from design boards, research laboratories and construction sites, presented by experts from all facets of the industry.  All aspects of concrete bridge design and construction are covered in the papers of this conference including topics such as: seismic performance; bridge substructures and superstructures; arch bridge design; self consolidating concrete; stress measurement; numerical modeling; cost considerations; prediction models;  historic bridges; bridge management; case studies; corrosion; innovative design; bridge design; concrete construction; earthquake damage; computer modeling; finite element analysis; neural networks; architectural design.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Arch bridges
KW  - Box girder bridges
KW  - Bridge decks
KW  - Bridge design
KW  - Bridge engineering
KW  - Bridge foundations
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Bridges
KW  - Concrete bridges
KW  - Concrete construction
KW  - Girder bridges
KW  - High strength concrete
KW  - Highway bridges
KW  - Load factor
KW  - Precast concrete
KW  - Prestressed concrete bridges
KW  - Reinforced concrete bridges
KW  - Segmental concrete bridges
KW  - Segmental construction
KW  - Traffic loads
UR  - https://trid.trb.org/view/790252
ER  - 

TY  - CONF
AN  - 01036199
AU  - Baumann, Hanns U
AU  - National Concrete Bridge Council
TI  - Three Test Programs Show that Welded Reinforcement Grids (WRG) Correct Unsafe Detail in Seismic Designs
PY  - 2006
SP  - 5p
AB  - This paper describes three separate test programs, which first uncovered an unsafe seismic design detail, then showed an economical solution, and then showed superior ductile performance. The key to the solution was the use of Welded Reinforcement Grids (WRG) that not only solved this problem, but also improved the seismic performance of structures constructed that were constructed with High Performance Concrete (HPC). The third program showed that test specimens of 20ksi HPC reinforced with WRG performed with superior ductility.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Ductility
KW  - Earthquake resistant design
KW  - Grid reinforcement
KW  - High performance concrete
KW  - Reinforcing grids
KW  - Seismic prospecting
KW  - Seismicity
KW  - Test procedures
KW  - Welded wire reinforcement
KW  - Weldments
UR  - https://trid.trb.org/view/792479
ER  - 

TY  - CONF
AN  - 01036197
AU  - Sanders, Chris L
AU  - Peyton, Steven W
AU  - Hale, W Micah
AU  - National Concrete Bridge Council
TI  - Investigating Bridge Deck Performance in the State of Arkansas
PY  - 2006
SP  - 18p
AB  - This paper describes how field studies were conducted on five bridges that were under construction in the state of Arkansas. The concrete material properties, construction practices, and curing regimens were all examined. Fresh concrete tests (slump, air content, unit weight, and concrete temperature) were conducted at each bridge deck. Concrete test specimens were made from each of the bridge decks to determine hardened concrete properties. With the test data from hardened concrete tests, typical values were determined for shrinkage, compressive strength, permeability, and durability of the concrete. The curing regimen employed on each deck was also documented along with ambient weather conditions. Once completed, the results will provide the Arkansas State Highway and Transportation Department with information on the concrete properties and curing regimens applied to bridge decks in Arkansas.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Arkansas
KW  - Bridge decks
KW  - Concrete curing
KW  - Construction practices
KW  - Performance evaluations
KW  - Permeability
KW  - Properties of materials
KW  - Shrinkage
UR  - https://trid.trb.org/view/790676
ER  - 

TY  - CONF
AN  - 01036195
AU  - Marchand, Jacques
AU  - Tourney, Paul G
AU  - National Concrete Bridge Council
TI  - High Performance Concrete Modeling and Specifications
PY  - 2006
SP  - 19p
AB  - New advancements in durability modeling have opened new horizons in predicting performance of HPC in a variety of exposure conditions. The conceptual problems with HPC have been linked to the difficulty in defining the level of higher performance and to soundly compare various alternatives.  This need is even more important and urgent as the construction industry moves towards design-build or design-build-operate contracts. Over the years, numerical models that reliably predict the behavior of concrete exposed to chemically aggressive environments were developed. These tools offer new possibilities to designers and managers of concrete infrastructures.  The case study presented in this paper shows that some of these models are particularly powerful when their use is integrated in a performance-based approach for a construction project.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Chemical reactions
KW  - Concrete construction
KW  - Corrosion
KW  - Design build
KW  - Deterioration
KW  - Deterioration by environmental action
KW  - Durability
KW  - High performance concrete
KW  - Infrastructure
KW  - Numerical models
KW  - Performance evaluations
UR  - https://trid.trb.org/view/790281
ER  - 

TY  - CONF
AN  - 01036194
AU  - Taleie, S Mehdizad
AU  - Moghaddam, H A
AU  - National Concrete Bridge Council
TI  - Experimental Investigation of the Seismic Retrofit of Square RC Columns with Longitudinal CFRP Bonded and Transverse AFRP Strips using Active and Passive Confinement
PY  - 2006
SP  - 1p
AB  - Recent earthquakes have revealed an urgent need for the development of retrofit techniques for the existing buildings and bridges that have been designed in accordance with old seismic codes in order to meet the requirements of current seismic design standards. The insufficient amount of transverse reinforcement renders RC columns ineffective at dissipating seismic energy and the inadequate ductility rapidly leads to failure. In this research, six half-scale square RC columns with shear span to depth ratio of 2.5 with poor transverse reinforcements are tested under cyclic and axial loads as control columns and retrofitted ones. Longitudinal CFRP bonded used to increase the strength and AFRP strips used as external transverse reinforcement to evaluate the benefits of active and passive confinement. Variables investigated include: the type of confinement (Active and Passive), and the amount of axial load. Tests results show that strength and ductility of columns improves significantly as a result of confining action and the active confinement advantages versus passive confinement are demonstrated.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Axial loads
KW  - Bridge design
KW  - Columns
KW  - Confined concrete
KW  - Continuously reinforced concrete pavements
KW  - Ductility
KW  - Earthquake resistant design
KW  - Earthquakes
KW  - Reinforced concrete
KW  - Repeated loads
KW  - Retrofitting
KW  - Seismicity
UR  - https://trid.trb.org/view/792478
ER  - 

TY  - CONF
AN  - 01036193
AU  - Merriman, Jacob D
AU  - National Concrete Bridge Council
TI  - Comparison of Pier Cap Analysis and Rehabilitation Using AASHTO and LRFD Specifications
PY  - 2006
SP  - 8p
AB  - This paper describes how the Pier 3 reinforced concrete cap of Interstate 77 over Interstate 480 bridge supports 4 bearings, one on each cantilever and one between each column. Bridge inspectors have recently reported cracks in the cantilever near the bearing. The cap section was adequate as per the AASHTO Standard Specifications. However, when the cantilever was analyzed as a corbel using the AASHTO Standard Specifications and using the strut and tie model as specified in the LRFD code, the top reinforcing was found to be inadequately anchored and the distribution reinforcement was deficient. There were several possible solutions, including post-tensioning, FRP repair, steel jacketing, and concrete repair, but the most feasible was to widen the existing column and redistribute the bearing load, reducing the tie force requirement and the stress in the area of the crack.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - AASHTO Guide Specifications
KW  - AASHTO LRFD Bridge Design Specifications
KW  - AASHTO LRFD Standard Specifications (1994)
KW  - Bridges
KW  - Cantilever bridges
KW  - Cantilevers
KW  - Fiber reinforced materials
KW  - Jacketing (Strengthening)
KW  - Post tensioned segmental beams
KW  - Rehabilitation (Maintenance)
KW  - Reinforced concrete
KW  - Strut and tie method
UR  - https://trid.trb.org/view/792463
ER  - 

TY  - CONF
AN  - 01036192
AU  - Krajewski, Joseph E
AU  - National Concrete Bridge Council
TI  - The Acushnet River Bridge
PY  - 2006
SP  - 11p
AB  - The existing Acushnet River Bridge in Acushnet and New Bedford, Massachusetts is 53 meters long, which consists of three-spandrel filled concrete arch spans, was determined to be functionally obsolete and required complete replacement. The problem is that the riverbed of the Acushnet River is contaminated with PCBs and the Massachusetts Highway Department prohibited excavation of the riverbed. Further, the alignment and profile could not be significantly altered, the bridge supported numerous utilities that could not be shut off or rerouted during construction, and the design had to be expedited as soon as possible. A unique solution was developed that consisted of removing the existing spandrel walls, designing a three span (20.726 m, 17.678 m, 20.726 m) prestressed concrete deck beam superstructure made fully continuous for positive and negative live load and superimposed dead load moments placed over the top of the existing concrete arches, and a substructure of drilled shafts placed behind the existing abutments and through cored holes in the existing piers. The new structure was designed assuming no support from the existing structure. The drilled shafts are socketed into bedrock and the drilled shafts at the piers have no lateral support from pier cap down to bedrock (7.315 m). Utilities were relocated by building the new bridge in two construction stages.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Acushnet River Bridge
KW  - Bridge construction
KW  - Bridge design
KW  - Bridge replacement
KW  - Bridge replacement projects
KW  - Massachusetts
KW  - Replacement (Structural components)
KW  - Replacement (Structural members)
UR  - https://trid.trb.org/view/790664
ER  - 

TY  - CONF
AN  - 01036191
AU  - Li, Lianfang
AU  - Durning, Timothy
AU  - Berke, Neil S
AU  - Bentur, Arnon
AU  - Lima, Joe
AU  - National Concrete Bridge Council
TI  - Numerical Model for Prediction of Bridge Deck Cracking
PY  - 2006
SP  - 19p
AB  - Bridge deck cracking is one of the major causes of premature deterioration of bridge structures, especially for those exposed to deicing salts. Cracking damage in bridge decks provides a shortcut for chloride penetration and hence accelerates reinforcing steel corrosion. Therefore, understanding and controlling bridge deck cracking is very important to extend its service life. In this paper, the cracking tendency of bridge decks within 180 days after concrete placement is modeled using a commercial software built on finite element methods is discussed.  The modeling incorporates the following factors into computation: selection of deck concrete mixture, usage of shrinkage-reducing admixtures (SRA), type and design of bridge girders, construction practice, and environmental condition. It is found that SRA is highly beneficial in delaying or eliminating deck cracking by reducing shrinkage-related tensile stress. This finding is also strongly supported by RIDOT field experience in using SRA in bridge decks.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge decks
KW  - Bridge girders
KW  - Chlorides
KW  - Concrete
KW  - Concrete bridges
KW  - Concrete mixing
KW  - Corrosion
KW  - Cracking
KW  - Deicing chemicals
KW  - Deterioration
KW  - Finite element method
KW  - Numerical modeling
KW  - Penetration (Materials)
KW  - Reinforcing steel
KW  - Service life
KW  - Shrinkage
KW  - Structural deterioration and defects
KW  - Tensile strength
UR  - https://trid.trb.org/view/790284
ER  - 

TY  - CONF
AN  - 01036188
AU  - Khaleghi, Bijan
AU  - National Concrete Bridge Council
TI  - External Post-Tensioning for Strengthening of Load Deficient Concrete Bridges
PY  - 2006
SP  - 10p
AB  - This paper describes how external post-tensioning is often used for the strengthening of load deficient and damaged bridges. External post-tensioning could be achieved by employing prestressing strands, high strength bar tendons, steel plates or other materials. This paper summarizes recent applications of external post-tensioning used for strengthening of load deficient bridges in Washington State. Cases of external post-tensioning are presented and discussed in the paper. These cases include: strengthening of a continuous deck-bulb-tee girder bridge for positive and negative moment deficiency, strengthening of continuous cast-in-place reinforced concrete box girder for positive and negative moment deficiency, and strengthening of a damaged prestressed girder by vehicular collision for load carrying capacity.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bearing capacity
KW  - Box girder bridges
KW  - Box girders
KW  - Bridges
KW  - Bulbtee girders
KW  - Cast in place concrete
KW  - Concrete
KW  - Concrete structures
KW  - Posttensioning
KW  - Reinforced concrete
KW  - Strengthening (Maintenance)
UR  - https://trid.trb.org/view/792461
ER  - 

TY  - CONF
AN  - 01036184
AU  - Sprinkel, Michael M
AU  - National Concrete Bridge Council
TI  - Latex--Modified Concrete Overlay Containing Type K Cement Performance
PY  - 2006
SP  - 23p
AB  - This paper describes how shrinkage of the concrete is the most common cause of cracking in hydraulic cement concrete overlays placed on bridge decks. The use of type K (expansive) cement should increase the probability that concrete overlays will be constructed with minimal cracks.  This paper describes the Virginia Department of Transportation’s (VDOT) first experience with the use of type K cement for the construction of a latex-modified concrete overlay. One lane was constructed with traditional Type I/II cement and the other lane was constructed with Type K cement. With the exception of the cement, the requirements for the overlays were the same. The evaluation of the overlays included measurements for slump, temperature, air content, compressive strength, permeability to chloride ion, shrinkage, and bond strength. As expected the shrinkage of the concrete containing Type K cement was much less than that of the concrete containing Type I/II cement. Other properties were similar. The use of the Type K cement is estimated to increase the cost of the concrete approximately 2.6 per cent or about $1 dollar per square yard for a 1.5-in thick overlay. This is much less than the cost of about $10 per sq. yard to seal the shrinkage cracks in an overlay. Greater savings can come from the longer service life of a crack free overlay as compared to one that is cracked.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Bridge decks
KW  - Bridge repair
KW  - Construction and maintenance
KW  - Cracking
KW  - Expansive cement
KW  - High performance concrete
KW  - Overlays (Pavements)
KW  - Rehabilitation (Maintenance)
KW  - Shrinkage
KW  - Type K cement
KW  - Virginia Department of Transportation
UR  - https://trid.trb.org/view/790668
ER  - 

TY  - CONF
AN  - 01036183
AU  - Agbasi, Emeka
AU  - Turnbull, John
AU  - Burnage, Peter
AU  - Kidd, Alex
AU  - National Concrete Bridge Council
TI  - Rocking and Sliding Bankseat Abutment for Concrete Bridge Deck
PY  - 2006
SP  - 12p
AB  - This paper describes how the online widening of the existing A11 Attleborough Bypass has necessitated the construction of a new concrete integral bridge alongside the existing Queens Road Bridge. The new concrete deck is to be supported on a mixed foundation comprising a bankseat abutment founded on a layer of compacted cement bound granular material supported by a piled raft foundation. This paper describes the design development of a rocking and sliding bankseat arrangement, which will relieve stresses on the abutment induced by seasonal temperature changes and other in-service loadings. It sets out the structural form developed and discusses the design philosophy and issues considered central to the derived solution. An overview of the design approach and experimental investigations undertaken to date to prove the suitability of the structural arrangement are also reported.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Abutments
KW  - Bankseat
KW  - Bridge abutments
KW  - Bridge decks
KW  - Bridge foundations
KW  - Bypasses
KW  - Concrete
KW  - Concrete construction
KW  - Motion
KW  - Stresses
KW  - Temperature change
UR  - https://trid.trb.org/view/790638
ER  - 

TY  - CONF
AN  - 01036182
AU  - Cryer, Curtis B
AU  - National Concrete Bridge Council
TI  - Using Cathodic Protection to Preserve Historic Concrete Bridges
PY  - 2006
SP  - 14p
AB  - Oregon has a spectacular, rugged coastline graced by a majestic collection of internationally recognized bridges designed by Oregon’s State Bridge Engineer, Conde B. McCullough, between 1919 and 1936. McCullough’s bridges are noted for their innovative engineering and intricate Art Deco detailing. Oregon Department of Transportation has undertaken restoring these historic bridges and applying thermal-sprayed zinc anodes that provides cathodic protection (CP) to the rebar while retaining the bridge surface details. A multidisciplinary preservation engineering team provides specifications to restore the bridges to their original form and insure the effective application of the CP. The team then monitors the installation and operation of the CP systems to insure adequate protection of the rebar. The expected life of the zinc anode is 30 years and may be reapplied indefinitely for extended protection.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Anodes
KW  - Bridges
KW  - Cathodic protection
KW  - Chlorides
KW  - Concrete bridges
KW  - Corrosion
KW  - Corrosion protection
KW  - Historic bridges
KW  - Oregon
KW  - Reinforcing bars
KW  - Zinc coatings
UR  - https://trid.trb.org/view/790449
ER  - 

TY  - CONF
AN  - 01036181
AU  - Waggle, Larry J
AU  - Kramer, Kimberly Waggle
AU  - National Concrete Bridge Council
TI  - Vitruvius on Beautiful Bridges
PY  - 2006
SP  - 8p
AB  - One of the more useful structures produced by contemporary engineers is the bridge. The bridge is part of a roadway which carries traffic across an obstacle. Several books on the principles of architectural design should interest the bridge engineer. About two thousand years ago, Vitruvious, a Roman architect, wrote ten books on architecture which he addressed to Caesar. In the sixteenth century, Palladio, an Italian architect, explained qualities of the bridge. The application of these principles to bridge design is briefly outlined and applied to historic bridges in the Mid-West. These reinforced concrete bridges were built between the 1900s through 1930s when concrete was becoming one of the most important materials for modern bridges. Concrete is especially well suited to the construction of arch bridges, a type which has unusual architectural possibilities. Therefore, all of the bridge examples are arch bridges: closed-spandrel arch, Luten arch, open-spandrel arch, and concrete through arch. In conclusion, the reader should have a better understanding of aesthetic qualities of historic concrete arched bridges.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Aesthetics
KW  - Arch bridges
KW  - Architectural design
KW  - Bridge design
KW  - Bridge engineering
KW  - Closed-spandrel arches
KW  - Concrete
KW  - Concrete bridges
KW  - Concrete construction
KW  - Historic bridges
KW  - Luten arch
KW  - Reinforced concrete bridges
UR  - https://trid.trb.org/view/790447
ER  - 

TY  - CONF
AN  - 01036178
AU  - Hernández, S
AU  - Diaz, J
AU  - National Concrete Bridge Council
TI  - Computer Modelling by Interactive Software for Finite Element Analysis of Voided Slab Bridge Decks
PY  - 2006
SP  - 3p
AB  - This paper describes how concrete voided slab is a very usual typology of bridge decks, significantly for overpasses and urban bridges. This class of bridge deck is usually evaluated by discretizing it into a grillage and carrying out the required structural analysis. Nevertheless this modeling is prone to errors because of the simplifications needed to transform the voided slab into a set of beams in longitudinal and transversal directions. Because of that a discretization of the voided slab deck into a finite element mesh composed by shell elements is a more accurate approach and produces more precise results of the structural behavior of deck.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Air voids
KW  - Bridge decks
KW  - Computer models
KW  - Finite element method
KW  - Interactive computer systems
KW  - Slabs
KW  - Structural analysis
KW  - Structural design
KW  - Structural engineering
UR  - https://trid.trb.org/view/792468
ER  - 

TY  - CONF
AN  - 01036177
AU  - Saiidi, M Saiid
AU  - Zadeh, Mahmoud
AU  - O’Brien, Melissa
AU  - National Concrete Bridge Council
TI  - Computer Simulation of Earthquake Response of Concrete Bridge Columns using Innovative Materials
PY  - 2006
SP  - 18p
AB  - In an attempt to improve performance, reduce damage and increase serviceability of concrete bridge columns that are subjected to strong earthquakes, studies have been conducted at the University of Nevada, Reno, in order to explore the use of innovative materials in the plastic hinge region of concrete members. In this paper, three 0.2 scale circular columns are modeled under lateral cyclic loading. The first column uses conventional concrete and steel reinforcement, while the second column incorporates a shape memory alloy (SMA) for longitudinal reinforcement in the plastic hinge region. The third column utilizes SMA and it replaces conventional concrete with engineered cementitious composites (ECC) in the plastic hinge region. Analytical models are used to predict the performance of each column relating to ductility and residual displacements.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge columns
KW  - Concrete bridges
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Lateral loads
KW  - Performance evaluations
KW  - Reinforcement (Engineering)
KW  - Response models
KW  - Simulation
KW  - University of Nevada, Reno
UR  - https://trid.trb.org/view/790639
ER  - 

TY  - CONF
AN  - 01036176
AU  - Moore, Brian
AU  - Bierwagen, Dean
AU  - National Concrete Bridge Council
TI  - Ultra High Performance Concrete Design
PY  - 2006
SP  - 8p
AB  - Wapello County and the Iowa Department of Transportation were granted funding through the TEA-21 Innovative Bridge Construction Program (IBRC), for a project that uses ultra high performance concrete (UHPC). Plans using UHPC in the prestressed concrete beams for a bridge replacement project in Wapello County, Iowa were prepared and construction for the first UHPC completed bridge in the United States. The concrete beams are prestressed using 0.6 inch diameter strands and contain no mild reinforcing steel, except to provide composite action with a cast-in-place deck. Discussion of the design efforts of this research project are the focus of this reports. To verify design work, flexure and shear testing were successfully completed in 2005. Three 110 ft. bridge beams were cast in June and July 2005. Construction of the bridge began in August 2005 and was completed in February 2006.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge design
KW  - Bulbtee girders
KW  - Concrete beams
KW  - Concrete construction
KW  - Ductal
KW  - Flexural strength
KW  - High performance concrete
KW  - Iowa Department of Transportation
KW  - Prestressed concrete
KW  - Reinforcing steel
KW  - Shear tests
KW  - Steel fibers
KW  - TEA-21 Innovative Bridge Construction Program
KW  - Ultra high performance concrete
UR  - https://trid.trb.org/view/790646
ER  - 

TY  - CONF
AN  - 01036175
AU  - Obla, Karthik H
AU  - Lobo, Colin
AU  - Kim, Haejin
AU  - National Concrete Bridge Council
TI  - Experimental Case Study Demonstrating Advantages of Performance Specifications
PY  - 2006
SP  - 20p
AB  - The National Ready Mixed Concrete Association (NRMCA) has an initiative to evolve specifications from prescriptive requirements to performance-based concepts for concrete mixtures. The Prescription to Performance (P2P) Initiative has been identified by concrete producers as an important initiative that will elevate the quality of concrete construction by providing qualified concrete producers the ability to use their expertise to optimize concrete mixtures for intended performance of concrete structures. This project is a laboratory study designed to investigate the advantages of performance-based criteria over prescriptive requirements in concrete specifications. For the study typical specifications for two types of applications and the ACI 318 code provisions have been chosen. These specifications are generally prescriptive in nature. Concrete mixtures were prepared according to the prescriptive provisions of these specifications and compared to mixtures that satisfy intended performance attributes. Fresh and hardened concrete properties were quantified and compared. This comparison demonstrates the benefits and optimization of concrete mixtures from performance based specifications.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Admixtures
KW  - Concrete
KW  - Concrete construction
KW  - Concrete mixing
KW  - Concrete structures
KW  - Durability
KW  - National Ready Mixed Concrete Association
KW  - Optimization
KW  - Performance based specifications
KW  - Permeability
KW  - Quality control
KW  - Workability
UR  - https://trid.trb.org/view/790454
ER  - 

TY  - CONF
AN  - 01036174
AU  - Jaber, Tarif M
AU  - National Concrete Bridge Council
TI  - Implementing HPC in the State of Arizona
PY  - 2006
SP  - 1p
AB  - In a state known for its blue sky and record summer temperature of 115 degrees, one would think that High Performance Concrete (HPC) may not be needed on its bridges.  Well think again The State of Arizona has unique and diversified weather extremes. While some of the hot spots reach a record high summer temperatures (Phoenix and Yuma) other areas receive record snow falls and extended periods of freezing temperatures (Flagstaff and Holbrook). In light of a 2000 survey performed on the State’s bridge decks, at least 31 bridges throughout the State need immediate structural repair. Cracking, rebar corrosion and concrete deck deterioration are among the many failures found on those bridges. The Arizona Department of Transportation (ADOT) realizes it needs to prevent such failures on future bridges, extend the life of its bridges and reduce maintenance costs by implementing the use of HPC on its bridges. This article describes the challenges facing ADOT as they go through the first stages of implementing HPC on their bridges. The implementation of HPC on the Sunshine Bridge Deck Replacement Project and the efforts leading to it will be presented in detail.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Arizona
KW  - Bridge decks
KW  - Concrete bridges
KW  - Corrosion
KW  - Cracking
KW  - Deterioration
KW  - Freeze thaw durability
KW  - High performance concrete
KW  - Reinforcing bars
KW  - Service life
KW  - Structural deterioration and defects
UR  - https://trid.trb.org/view/790450
ER  - 

TY  - CONF
AN  - 01036173
AU  - Hartt, William H
AU  - Powers, Rodney G
AU  - Virmani, Yash P
AU  - National Concrete Bridge Council
TI  - Job Site Evaluation of Corrosion Resistant Alloys for Use as Reinforcement in Concrete–Innovative Bridge Construction Program
PY  - 2006
SP  - 12p
AB  - The FHWA Innovative Bridge Research and Construction Program (IBRC) included provisions for inclusion of corrosion resistant reinforcements in approved state bridge construction projects. This paper reports results from evaluating a selected number of these projects in terms of the type of reinforcement used and difficulties and advantages that were encountered. The different reinforcement types were solid Types 316 (three projects), 2201LDX (one project), and 2205 (five projects) stainless steels, Type 316 stainless clad black bar (three projects), MMFX-II™ (thirteen projects), and galvanized steel (three projects). The various state projects demonstrated that, subject to availability, corrosion resistant reinforcing steels can be incorporated into bridge construction with relative ease and, as such, 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.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Alloy steel
KW  - Alloys
KW  - Bridge construction
KW  - Concrete bridges
KW  - Corrosion
KW  - Corrosion protection
KW  - Corrosion resistance
KW  - Corrosion resistant materials
KW  - Corrosion resistant steel
KW  - Innovative Bridge Research and Construction Program
KW  - Reinforcement (Engineering)
KW  - Reinforcing steel
KW  - Stainless steel
UR  - https://trid.trb.org/view/790511
ER  - 

TY  - CONF
AN  - 01036172
AU  - Bonzon, Wade S
AU  - Baker, Jeff E
AU  - National Concrete Bridge Council
TI  - Construction of the Maumee River Bridge Main Pylon Using 10,000 PSI Mass Concrete
PY  - 2006
SP  - 18p
AB  - The new I-280 Maumee River Crossing is the largest single project ever undertaken by the Ohio Department of Transportation. This cable-stayed river crossing features a single 435-foot tall concrete pylon supporting a 1525-foot long main span structure. A minimum concrete compressive strength of 10,000 psi was required for the pylon concrete to resist design loads. The pylon’s large cross-sectional dimensions necessitated the use of mass concrete provisions. This project represents the first use of 10,000 psi mass concrete for a major bridge structure in the United States.  To meet the requirements of the mass concrete specifications for this project the Contractor used a variety of passive and active techniques to protect and cool the concrete before, during, and after its placement in the forms. Recommendations for good construction practice based on the effectiveness of these techniques are discussed.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Bridge spans
KW  - Cable stayed bridges
KW  - Compressive strength
KW  - Concrete bridges
KW  - Concrete construction
KW  - High strength concrete
KW  - Mass concrete
KW  - Maumee River Crossing Bridge
KW  - Ohio Department of Transportation
KW  - Pylons
UR  - https://trid.trb.org/view/790307
ER  - 

TY  - CONF
AN  - 01036171
AU  - Goodyear, David
AU  - Klamerus, Bonnie
AU  - Turton, Robert
AU  - National Concrete Bridge Council
TI  - The New Colorado River Bridge at Hoover Dam
PY  - 2006
SP  - 5p
AB  - A dramatic new concrete arch is joining the setting of the historic Hoover Dam, spanning the Black Canyon between the States of Arizona and Nevada, USA. The 1,060 feet arch will be the 4th longest concrete arch in the world, and the longest in North America. The distinctive design combines steel and concrete components in order to optimize construction and structural performance. This will be the first arch structure of this scale to combine a composite steel deck with a segmental concrete arch and spandrels. The design is also unique in its use of steel Vierendeel struts between twin concrete arch ribs – a feature that both speeds construction and adds ductility to the lateral framing system for extreme seismic loads.  A project team of five US government agencies, led by the Central Federal Lands office of the Federal Highway Administration (CFL) is developing a highway bypass to the existing US93 roadway over Hoover Dam. The existing highway route over the Dam mixes the throng of tourists for whom the Dam is a destination, with heavy highway commercial trucking. The blend of these two uses creates hazard and hardship for both. The mix of traffic is an added security burden for the Bureau of Reclamation, which operates Hoover Dam.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Arch bridges
KW  - Arizona
KW  - Bridge design
KW  - Colorado River
KW  - Concrete
KW  - Concrete construction
KW  - Concrete structures
KW  - Ductility
KW  - Highway bridges
KW  - Hoover Dam
KW  - Nevada
KW  - Segmental construction
KW  - Steel
KW  - Structural design
UR  - https://trid.trb.org/view/790270
ER  - 

TY  - CONF
AN  - 01036170
AU  - Heiple, Rhett A
AU  - National Concrete Bridge Council
TI  - Rapid Preliminary Design of Prestressed Bulb-Tee Sections in Bridge Superstructures
PY  - 2006
SP  - 17p
AB  - During the preliminary design phase of bridge superstructures, engineers are tasked with determining and providing the owner with the most economical and feasible solution. While complete designs for various beam sections are highly desirable at the preliminary stage, they are seldom performed in practice due to the lengthy time required. Therefore, a quick and reasonably accurate estimate of the number of prestressing strands and required concrete release strength is important when determining the required beam depth. This paper will provide design engineers with a rational method for predicting the number of strands and concrete strength based on a given span length and bridge width (or beam spacing). The predictor equations in double-power form were developed using the AASHTO/PENNDOT LRFD criteria for each of the 36 prestressed bulb-tee beams recently introduced in the state of Pennsylvania.  Multiple linear regression analysis was used to determine the coefficients and exponents. Based on a comparison of the exact results with the predictor equation results, the coefficient of determination was found to always be greater than 0.98 with an average relative prediction error typically less than 3%. Similar predictor equations can be developed for different prestressed beam sections and owner/state specific requirements.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Beams
KW  - Bridge design
KW  - Bridge engineering
KW  - Bridge spans
KW  - Bridge superstructures
KW  - Bulbtee girders
KW  - Concrete strength
KW  - Linear regression analysis
KW  - Pennsylvania Department of Transportation
KW  - Precast concrete pavements
KW  - Prestressing
UR  - https://trid.trb.org/view/790280
ER  - 

TY  - CONF
AN  - 01036168
AU  - Nasim, M Nasir
AU  - National Concrete Bridge Council
TI  - Design of Concrete – Managing Risks
PY  - 2006
SP  - 6p
AB  - Despite observing quality management techniques on fast tracked design-build concrete projects some risks still surface leading to concerns from stakeholders about the reliability of the engineering and construction. When performance specifications are provided and warranty clauses exists expectations are more complex.  This paper addresses strategies to handle these situations. The design-build team has to adopt a risk management philosophy consistent with achievable quality and must integrate design assumptions with risk and quality planning to avoid re-work and impacts to team morale.  Should the designer over-design beyond code specified factors of safety to allow for known and unknown risks? Is over-designing a solution considering budget constraints and market competitiveness? Success of the project should be enhanced through clarifying and communicating stated and implied needs and expectations of the stakeholders and through planning and integration of the design, construction, quality and risk management efforts. The need for an experienced, knowledgeable and technically astute team with the proper values cannot be overstated.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Building codes
KW  - Concrete
KW  - Concrete construction
KW  - Design
KW  - Engineering
KW  - Planning
KW  - Quality control
KW  - Risk management
KW  - Safety
UR  - https://trid.trb.org/view/790272
ER  - 

TY  - CONF
AN  - 01036165
AU  - Asthana, Manas
AU  - Smart, Craig
AU  - National Concrete Bridge Council
TI  - Structurally Supported Single Point Urban Interchanges (SPUI)
PY  - 2006
SP  - 11p
AB  - A Single Point Urban Interchange (SPUI) is a variation of the traditional Diamond Interchange and it is quickly gaining popularity in the congested urban areas of the United States. Typically identified by its distinctive ‘hour glass’ shape, the SPUI has the distinct advantage of improving capacity by allowing two simultaneous left turn movements at the signalized intersection of an interchange. Accommodating the shape of the structure supported SPUI typically results in a geometrically complex bridge structure with complex structural behavior. The intent of this paper is to share the experience and knowledge gained by the authors while designing two structure supported SPUIs in the last three years. Both structures are cast-in-place post tensioned box girder bridges. The first was designed using the Standard Specifications for Highway Bridges (17th Edition) and, the latter employed the AASHTO LRFD Bridge Design Specifications (3rd Edition). This paper discusses the essential coordination involved between the structural and roadway disciplines for the geometry layout and shed light on how conventional tools were employed for the analysis and design of this highly unconventional and relatively new type of superstructure.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Box girder bridges
KW  - Bridges
KW  - Diamond interchanges
KW  - Finite element method
KW  - Highway capacity
KW  - Post tensioned concrete bridge
KW  - Single point urban interchanges
KW  - Structural design
KW  - Traffic congestion
KW  - Urban areas
UR  - https://trid.trb.org/view/790645
ER  - 

TY  - CONF
AN  - 01036164
AU  - Seniwongse, Muangsangop
AU  - National Concrete Bridge Council
TI  - Concrete Beam and Slab Deck Without Diaphragms
PY  - 2006
SP  - 8p
AB  - This paper presents the author’s experience with concrete beam and slab bridge decks without diaphragms, which have been built and been in service in Thailand for the past 20 years. The five (5) bridges given in the paper are long concrete viaducts designed and built in Bangkok by the Joint Venture of Thai, German, French, British and Japanese Companies. Computer analyses, based on grillage model, of the deck of the three viaducts are presented for the typical 30 meter span for the cases with and without the intermediate diaphragm, for the truck loads of similar axle configuration as the AASHTO HS20-44, but with larger axle loads by a factor of 1.30. The results indicate that the intermediate diaphragm has negligible effects on the stress resultants and the deflections of the bridge girders. The corresponding bending moments and deflections for the cases with and without the intermediate diaphragm are within 5 % of each other. The paper also presents the partial debonding concept of the cast in-situ deck from the precast girders in the multi-beam deck. The technique has been successful in preventing the formation of shrinkage cracks in the bridge deck.  The satisfactory performance of the five viaducts up to the present time has confirmed the prediction by the computer analyses. It is concluded that the diaphragms could be omitted from the concrete beam and slab bridge deck without affecting the safety and serviceability of the bridge. The recommendation would lead to saving in construction time and cost. In addition, the under-deck view and aesthetics of the bridge would also be improved.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bangkok (Thailand)
KW  - Behavior of materials
KW  - Bridge decks
KW  - Bridge design
KW  - Computers
KW  - Concrete beams
KW  - Concrete bridges
KW  - Diaphragms (Engineering)
KW  - Performance evaluations
KW  - Reinforced concrete beams
KW  - Thailand
KW  - Viaducts
UR  - https://trid.trb.org/view/790597
ER  - 

TY  - CONF
AN  - 01036160
AU  - Shushkewich, Kenneth W
AU  - National Concrete Bridge Council
TI  - Practical Applications of a New Bridge Widening Technique
PY  - 2006
SP  - 19p
AB  - This paper presents practical applications of the strutted box widening method (SBWM). The SBWM allows a two-lane segmental bridge to be designed and constructed in order that the bridge can be widened easily into a three- or four-lane bridge as traffic volumes increase in the future. The first application is a congested urban expressway where additional right-of-way acquisition is not possible, and where it is necessary to double the traffic capacity. The solution is to construct an elevated median-based expressway using the SBWM, so that the traffic capacity at this difficult site can be doubled from three-lanes to six-lanes in each direction. The second application is a major-long span crossing where a significant financial investment and construction effort is made to construct the initial bridge to have one-lane in each direction. The SBWM allows the future traffic capacity to be doubled to have two-lanes in each direction if and when the traffic volumes increase during the design life of the structure. The incremental cost and schedule of widening is monumentally reduced over building a new bridge (twinning the bridge). No additional substructure work has to be done. This means that environmental permits do not need to be obtained to work in the water; all construction is carried out from above on the existing bridge. Widening can proceed while allowing the traffic to flow. The third application is a completed design of a major long-span crossing where the SBWM is used to double the future traffic capacity. The fourth application is a proposed design of a precast segmental extradosed bridge where 367 similar precast segments are used to build a structure having both traditional segmental and cable-supported segmental spans. Economy is achieved by having repetition in both the casting and erection operations. These are excellent solutions for constructing economic and efficient bridges to handle current traffic volumes, while planning ahead to build cost-effective and schedule-effective bridge widenings to handle future traffic volumes.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Balanced-cantilever method
KW  - Box girders
KW  - Bridge construction
KW  - Bridges
KW  - Concrete construction
KW  - Post tensioned concrete bridge
KW  - Post tensioned segmental beams
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Segmental construction
KW  - Structural design
KW  - Strutted box widening method
UR  - https://trid.trb.org/view/792464
ER  - 

TY  - CONF
AN  - 01036159
AU  - Lucas, Dan
AU  - Talley, Andrea
AU  - National Concrete Bridge Council
TI  - Successful HPC Bridge Deck Construction: A Contractor’s Perspective
PY  - 2006
SP  - 10p
AB  - This paper describes how high performance concrete (HPC) has been implemented in bridge projects for several years around the world. However, there is no standard mix design, or a standard way to construct and maintain HPC pavement. The additives and admixtures in HPC cause the concrete to perform differently than a concrete mix of water, cement and aggregate. As one contractor implemented HPC into steel-reinforced cast-in-place bridge decks, the team faced and met several challenges using the material. Their success using HPC came with several lessons from the perspective of the contractor that can be applied to future implementation of HPC in bridge construction: selecting an appropriate mix, placing and curing the concrete, and maintaining or repairing the concrete.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Admixtures
KW  - Bridge construction
KW  - Bridge decks
KW  - Cast in place concrete
KW  - Cast in place structures
KW  - Concrete
KW  - Concrete construction
KW  - Concrete curing
KW  - Cracking
KW  - High performance concrete
KW  - Mix design
KW  - Reinforcement (Engineering)
KW  - Service life
KW  - Slump
KW  - Vibration
UR  - https://trid.trb.org/view/790577
ER  - 

TY  - CONF
AN  - 01036157
AU  - Jaber, Tarif M
AU  - National Concrete Bridge Council
TI  - Advances and Trends in Implementing Silica Fume/ HPC in the Western States
PY  - 2006
SP  - 6p
AB  - This paper describes how more than 15 years have passed since the Federal Highway Administration; (FHWA) first published its “State-of-the-Art- Report on High Performance Concrete, (HPC).” Since then, many State Departments of Transportation (DOTs) have implemented HPC in their bridge decks and other transportation structures. Some DOTs have well developed programs for implementing HPC in their bridge decks while others are still in the early stages of such programs. The difference in speed of implementation is typically because of geographic location, climate or the environmental exposure. Many HPC bridge deck projects have been successfully completed and DOTs are gaining considerable knowledge and experience. Some DOTs have tailored their HPC implementation programs to achieve success in their projects and unique environmental needs. Adding Silica Fume (SF) to the concrete reduces permeability and improves concrete performance. For that reason, the majority of HPC used by the DOTs include SF as supplementary cementitious material. One of the main advantages and benefits of using SF in HPC is the extended service life of the bridge deck and lower maintenance costs. This presentation reviews the trends in SF/HPC implementation programs currently used by three of the western states in their bridge construction: Colorado, Oregon and Arizona.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Arizona
KW  - Bridge construction
KW  - Bridge decks
KW  - Climate
KW  - Colorado
KW  - Concrete construction
KW  - Environmental conditions
KW  - Geographic data
KW  - High performance concrete
KW  - Oregon
KW  - Permeability
KW  - Service life
KW  - Silica fume
KW  - State departments of transportation
KW  - State of the art
UR  - https://trid.trb.org/view/790599
ER  - 

TY  - CONF
AN  - 01036155
AU  - Deschamps, J D
AU  - Church, Dan
AU  - Showers, Joseph
AU  - National Concrete Bridge Council
TI  - Provo Canyon Snow Shed
PY  - 2006
SP  - 13p
AB  - The Provo Canyon snow shed is part of highway improvements for US 189 in Provo Canyon, Utah. It is among a handful that has been built by State Departments of Transportation (DOT’s) in the last 50 years. The snow shed is in an active avalanche area and it will improve public safety. This area is also in a high seismic region with peak accelerations of 0.5g.  The superstructure consists of Type VI precast concrete girders with a concrete slab. The snow shed is 130 ft long and will be the widest snow shed ever built. The snow shed roof slopes at 1:4 to minimize the loads on the roof and to direct the avalanche off the structure. The avalanche flow is kept within the limits of the snow shed by the use of guide walls placed at each end of the structure. The substructure consists of four octagonal column bents with reinforced concrete bent caps. On the hill side, the columns are buried in backfill and retained with mechanically stabilized earth (MSE) walls.  Horizontal tie beams connect the pier to post-tensioned tieback cables anchored into the hillside. These tiebacks resist the tractive avalanche forces and also seismic loading.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Avalanches
KW  - Concrete
KW  - Concrete structures
KW  - Highway facilities
KW  - Highways
KW  - Rock anchors
KW  - Seismic evaluation
KW  - Seismicity
KW  - Snow
KW  - Snow sheds
KW  - Structural design
KW  - Tie beams
UR  - https://trid.trb.org/view/790503
ER  - 

TY  - CONF
AN  - 01036153
AU  - Almer, Kevin L
AU  - Sanders, David H
AU  - National Concrete Bridge Council
TI  - Seismic Performance of Integral Connections between Cast-Inplace Substructures and Precast Concrete Superstructures
PY  - 2006
SP  - 10p
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 Nevada’s highway systems.  A typical bridge system includes a continuous cast-in-place concrete superstructure with an integral substructure. The cast-in-place superstructure construction requires falsework over the traffic lanes, which can create significant construction delays and unsafe conditions for both the public and crew workers. Using a precast superstructure eliminates the need for falsework over the traffic lanes along with the associated time delays and potential hazards.  The purpose of this study is to develop and examine integral connection details of precast superstructures with cast-in-place bent caps subjected to longitudinal seismic loading.  Analytical modeling and experimental testing of four, 40 percent precast “U” girder specimens will be used to develop a design methodology for widening existing structures and constructing new bridges in heavily congested areas in Nevada where speed of construction is critical. The main parameters of this study are the magnitude of post-tensioning and the type of conventional reinforcement connection.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Analytical modeling
KW  - Bridge construction
KW  - Bridge decks
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Bridges
KW  - Cast in place concrete
KW  - Construction delays
KW  - Nevada
KW  - Posttensioning
KW  - Precast concrete
KW  - Seismic evaluations
KW  - Seismicity
UR  - https://trid.trb.org/view/790279
ER  - 

TY  - CONF
AN  - 01036152
AU  - Yamashita, Ryo
AU  - Sanders, David H
AU  - National Concrete Bridge Council
TI  - Shake Table Testing of a Precast Segmental Unbonded Prestressed Concrete Column
PY  - 2006
SP  - 6p
AB  - Shake table testing was conducted to investigate the seismic performance of a precast segmental unbonded prestressed hollow concrete column 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 failure of the specimen was caused by slippage of the prestressing steel at the wedges in the anchorage plates. For actual design, the limitation of strain/stress in the prestressing steel was proposed.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Columns
KW  - Earthquake resistant design
KW  - Kobe Earthquake, January 17, 1995
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Prestressing steel
KW  - Segmental construction
KW  - Seismic evaluations
KW  - Shaking table tests
KW  - Spalling
UR  - https://trid.trb.org/view/790311
ER  - 

TY  - CONF
AN  - 01036150
AU  - Cook, Lew
AU  - Acs, Gabor
AU  - National Concrete Bridge Council
TI  - The High-5 Project: How Two Texas Companies and TXDOT Partnered to Apply High Performance Concrete Technologies to Replace one of the Largest Highway Interchanges in Texas, on a Fast Track Schedule
PY  - 2006
SP  - 16p
AB  - Through cooperative teamwork and the desire to use the best technologies and methods possible, High Performance Concrete (HPC) played a key role in the successful “Fast Track” completion of one of the largest and most complex highway interchange projects in the US, more than one year ahead of schedule. This paper presents the utilization of HPC as a key part of the 500,000 cubic yards of concrete required to construct the Texas Department of Transportation’s High-5 Project located in Dallas, Texas, USA. Topics discussed include the aggressive “Fast Track” incentive contract and how this drove the use of technology, the HPC concrete performance criteria (plastic as well as hardened), materials optimization, HPC mix design development, mix design examples and performance results, maturity testing, lessons learned during the project and project results. It is our hope that this paper will provide others with information/ideas of value for future successful projects like High-5.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Dallas (Texas)
KW  - Fast-track paving
KW  - Flow rate
KW  - High performance concrete
KW  - Optimization
KW  - Polycarboxylate
KW  - Rheology
KW  - Self compacting concrete
KW  - Speed-density relationships
UR  - https://trid.trb.org/view/790510
ER  - 

TY  - CONF
AN  - 01036149
AU  - Mertol, H C
AU  - Rizkalla, Sami
AU  - Zia, P
AU  - Mirmiran, Amir
AU  - National Concrete Bridge Council
TI  - Flexural Design using High-Strength Concrete up to 20 KSI
PY  - 2006
SP  - 18p
AB  - This paper summarizes the research findings of the fundamental characteristics of high-strength concrete for the flexural design of bridge girders. The main objective of the research is to provide recommended provisions to the AASHTO-LRFD Bridge Design Specifications to extend the use of concrete strength up to 18 ksi. A total of 15 plain concrete specimens were tested under eccentric compression to evaluate the stress-strain distribution of high-strength concrete in the compression zone of flexural members. The variables considered in this investigation are the strength of concrete (11 ksi to 16 ksi) and the age of the concrete. Two independent loads, concentric and eccentric, were applied with a specific rate to the specimen so as to locate neutral-axis at one face of the specimen and the maximum strain at the opposite face. The specimens were 9 by 9 inches cross-section and 40 inches long. Stress-strain curves and stress block parameters for high strength concrete were obtained, evaluated and compiled with the results available in the literature.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge girders
KW  - Compression
KW  - Compressive strength
KW  - Concrete
KW  - Concrete bridges
KW  - Concrete construction
KW  - Concrete structures
KW  - Flexural strength
KW  - High strength concrete
KW  - Stress (Physiology)
KW  - Stresses
UR  - https://trid.trb.org/view/790504
ER  - 

TY  - CONF
AN  - 01036148
AU  - Slade, Jeremiah
AU  - Player, John
AU  - Kristoff, Susan B
AU  - Kokkins, Stephen J
AU  - Lusignea, Richard
AU  - Livingston, Richard
AU  - National Concrete Bridge Council
TI  - Fiber Optic Bragg Grating Sensor for in situ Measurement of Relative Humidity in
Concrete
PY  - 2006
SP  - 12p
AB  - This paper describes the Infoscitex Corporation is developing a novel highly durable embedded optical sensor for measuring the internal moisture and temperature of freshly poured concrete as it cures. Moisture and temperature are the two primary parameters that regulate the hydration reaction among cementitous materials. The moisture content will vary with the environmental conditions such as wind, sunlight, and temperature, and in turn these conditions combine to influence the cure rate and ultimately the final strength of the cement. Infoscitex has responded to this need for continuous and distributed monitoring of internal moisture and temperature conditions in curing concrete via the SBIR program. This paper discusses the successful results from preliminary testing of our new fiber optic sensor system in our ongoing Department of Transportation SBIR (small business innovation research) Phase II program. Plans envisioned for new bridge construction field testing are also presented.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Concrete
KW  - Concrete curing
KW  - Fiber Bragg grating sensors
KW  - Fiber optic sensors
KW  - Fiber optics
KW  - Moisture content
KW  - Monitoring
KW  - Optical fibers
KW  - Poured cement
KW  - Relative humidity
KW  - Temperature
UR  - https://trid.trb.org/view/792485
ER  - 

TY  - CONF
AN  - 01036147
AU  - Clark, C M
AU  - Overcash, G L
AU  - Bailey, K G
AU  - Koch, T
AU  - Hancock, R
AU  - Gergely, Janos
AU  - National Concrete Bridge Council
TI  - New HPC Deck Girder Bridge System: Fabrication, Construction, and Behavior
PY  - 2006
SP  - 20p
AB  - The paper presents the findings of an ongoing research project that was funded by the North Carolina Department of Transportation and the Federal Highway Administration through the Innovative Bridge Research and Construction program. The focus of the paper is on a new high performance concrete deck girder bridge system fabricated using prestressed AASHTO Type III girders manufactured with an integral deck, a shape never used before in bridge construction. Analytical and experimental studies were conducted to evaluate: deck girder connections, diaphragm details, deck girder fabrication, bridge construction, and bridge behavior. This new system greatly accelerated bridge construction time, while the fabrication required only minor modifications to existing forms. Preliminary results from the bridge load test indicate that the behavior of the structure can be adequately predicted using available design and analysis tools.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - AASHTO LRFD Bridge Design Specifications
KW  - American Association of State Highway and Transportation Officials
KW  - Analysis
KW  - Bridge construction
KW  - Bridge decks
KW  - Design tools
KW  - Fabrication
KW  - Girder bridges
KW  - Girders
KW  - High performance concrete
KW  - Innovative Bridge Research and Construction Program
KW  - Load tests
KW  - North Carolina Department of Transportation
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/790683
ER  - 

TY  - CONF
AN  - 01036146
AU  - Darwin, David
AU  - Browning, JoAnn
AU  - National Concrete Bridge Council
TI  - Multiple Corrosion Protection Systems for Reinforced Concrete Bridge Components
PY  - 2006
SP  - 10p
AB  - An on-going study to evaluate techniques for making epoxy-coated reinforcement more corrosion resistant by using multiple corrosion protection strategies in bridge decks and bridge members in marine environments is described. Epoxy-coated reinforcement is evaluated in conjunction with inorganic and organic corrosion inhibitors, bars initially coated with zinc prior to epoxy application, and chemical pretreatments and epoxy formulations that increase the adhesion of the epoxy coating. The study includes rapid macrocell, Southern Exposure, cracked beam, and linear polarization resistance tests in the laboratory, along with field test specimens. Two and one-half years into the study, the results show that the corrosion performance of the multiple corrosion protection systems under test is similar to that of conventional epoxy-coated reinforcement.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Chlorides
KW  - Concrete bridges
KW  - Corrosion protection
KW  - Corrosion resistance
KW  - Corrosion resistant materials
KW  - Epoxy coatings
KW  - Epoxy-coated reinforcing bar
KW  - Inhibitors (Chemistry)
KW  - Inorganic compounds
KW  - Marine engineering
KW  - Organic compounds
KW  - Reinforced concrete
UR  - https://trid.trb.org/view/790513
ER  - 

TY  - CONF
AN  - 01036142
AU  - Lwin, M Myint
AU  - National Concrete Bridge Council
TI  - The State-of-the-Knowledge of SCC
PY  - 2006
SP  - 9p
AB  - Since self-compacting/consolidating concrete (SCC) was introduced to researchers and the concrete industry in Japan in 1989, it has gained worldwide applications in precast and cast-in-place construction. SCC is now standard practice in many countries in Asia and Europe. Recognizing the potential of SCC in bridge and structure construction, FHWA conducts and supports research, development and deployment of SCC technology in the laboratory and in the field. FHWA encourages the States to use SCC through the Innovative Bridge Research and Construction (IBRC) program. States and universities conduct SCC research and development. An NCHRP Research Project has been initiated to develop SCC mixes, structural design parameters and construction specifications for precast, prestressed concrete elements. In collaboration with the states, industry and researchers, FHWA organizes SCC workshops to introduce SCC to the highway community.  Many SCC projects have now been completed and many are underway. There are many reasons for selecting SCC for a project. The main one is in assuring quality of the final concrete members with congested reinforcement, complex forms, intricate finish textures, and lack of skilled labor in consolidation.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Beams
KW  - Concrete
KW  - Concrete bridges
KW  - Concrete construction
KW  - Drilled shafts
KW  - Girders
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Reinforcement (Engineering)
KW  - Self compacting concrete
KW  - State of the art
UR  - https://trid.trb.org/view/790253
ER  - 

TY  - CONF
AN  - 01036141
AU  - Qiang, Xu
AU  - Jun, Zhao
AU  - Kojundic, Tony
AU  - National Concrete Bridge Council
TI  - Durability Strategy for Structural Concretes of Shanghai East-Sea Bridge
PY  - 2006
SP  - 10p
AB  - This paper describes how the construction of a leading international shipping center, the Shanghai Deep Water Harbor began in 2002. It consists of 3 parts, i.e. over 100 container terminals on islands, the East-Sea Bridge and the New Harbor City on the mainland. East-SBridge is 32.5 km in length, starting from Little Yangshan Island of Qiqu Archipelago (Zhejiang Province), crossing the north of Hangzhou Bay, to New Harbor City in Luchao, Nanhui District, Shanghai. Due to the importance of East-Sea bridge for the harbor operation, a service life of 100 years was specified for the bridge for the first time in China, while no code or guideline for such durability was available. Extensive studies were carried out at the Shanghai Research Institute of Building Science (SRIBS) in order to establish scientific, practical, and reliable strategies to maximize the life of the bridge. The paper looks at the environment the bridge is exposed to, as well as design considerations for the concrete, the use of High Performance Marine Concrete (HPMC) and the use of quad blend cementitious binder to achieve the durability
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Binders
KW  - Bridges
KW  - Chlorides
KW  - Concrete construction
KW  - Design
KW  - Durability
KW  - Fly ash
KW  - High performance concrete
KW  - Marine concrete
KW  - Protection against environmental damage
KW  - Shanghai (China)
KW  - Silica
KW  - Sulfates
UR  - https://trid.trb.org/view/790598
ER  - 

TY  - CONF
AN  - 01036140
AU  - Seniwongse, Muangsangop
AU  - National Concrete Bridge Council
TI  - Long Term Performance of Cracked Concrete Slab Bridge Decks
PY  - 2006
SP  - 7p
AB  - This paper presents the long term performance of cracked concrete slab bridge decks for two viaducts, the DMT and the RKH viaducts in Bangkok, Thailand. The causes of the cracks are described. The two viaducts have been in service for 12 years and 7 years respectively. Both viaducts have been designed for the trucks with axle configuration similar to the AASHTO HS20-44 truck, but with the axle loads increased by a factor of 1.30. Both viaducts have performed satisfactorily. There are no signs of deterioration and there is no noticeable difference in the bridge deck behavior from that of the uncracked decks on the same viaducts. The objective of this paper is to demonstrate a practical and perhaps unconventional approach to structural engineering in dealing with the problems of concrete cracks, and the evaluation of the safety and serviceability of the cracked bridge decks. Cracks in concrete are not desirable.  However, there is no concrete that does not crack unless it is overdesigned. Demolition and replacing with new structures is one approach if cost and time are not the issue, but it is not the only approach as demonstrated in the two cases presented in the paper.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bangkok (Thailand)
KW  - Bridge decks
KW  - Bridge engineering
KW  - Concrete
KW  - Concrete bridges
KW  - Concrete construction
KW  - Cracking
KW  - Deterioration
KW  - Long term performance
KW  - Serviceability
KW  - Slabs
KW  - Structural engineering
KW  - Viaducts
UR  - https://trid.trb.org/view/790670
ER  - 

TY  - CONF
AN  - 01036138
AU  - Kessler, Richard J
AU  - Powers, Rodney G
AU  - Paredes, Mario A
AU  - Sagüés, Alberto A
AU  - Virmani, Yash P
AU  - National Concrete Bridge Council
TI  - Evaluation of Corrosion Inhibitors in Concrete
PY  - 2006
SP  - 23p
AB  - Laboratory and field evaluations are ongoing on several commercially available corrosion inhibiting admixtures for concrete. The study, presently in its seventh year focuses on long-term performance in partially submerged coastal marine applications. The study includes laboratory and field evaluations to determine the ability of the inhibitors to remain stable over long periods of time, determinations of long-term effectiveness of corrosion inhibiting capabilities and a tentative quantitative assessment of durability improvements and possible negative side effects.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Calcium
KW  - Concrete
KW  - Corrosion protection
KW  - Corrosion resistance
KW  - Corrosion resistant materials
KW  - Fly ash
KW  - Inhibitors (Chemistry)
KW  - Microsilica concrete
KW  - Nitrites
KW  - Pozzolan
KW  - Rebars
KW  - Reinforcement (Engineering)
KW  - Reinforcing bars
KW  - Reinforcing steel
KW  - Silica fume
UR  - https://trid.trb.org/view/790514
ER  - 

TY  - CONF
AN  - 01036135
AU  - Diffenderfer, Lee
AU  - Sparks, Stephanie
AU  - National Concrete Bridge Council
TI  - Architectural Aesthetic Bridge Designs
PY  - 2006
SP  - 1p
AB  - This paper describes how for the past 26 years, Hunt Valley Contractors, Inc. (HVC) has blazed the path for decorative concrete design in the Mid-Atlantic region. By working with a variety of design professionals including engineers, landscape architects, architects, builders, and governmental agencies, HVC has integrated architectural aesthetics into bridge designs by helping create specifications. Through the development of a form liner and wall staining system, HVC has created a unique way to provide a simulated and realistic stone finish to structural concrete walls, providing beauty and economy. HVC continues to work with design professionals and general contractors to specify decorative finishes for many new bridges, both large and small, in the Mid-Atlantic region. Hunt Valley Contractors, Inc. has been involved with several award winning, high profile projects, which include the: (1) Woodrow Wilson Bridge Project, Washington D.C.; (2) Dulaney Valley Rd. Bridge over I-695, Towson, MD; (3) Kelly’s Ford Bridge, Culpeper and Fauquier Counties, VA; and (4) Glenwood Ave. Bridge, Raleigh, NC.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Aesthetics
KW  - Architectural design
KW  - Bridge design
KW  - Decorative concrete
KW  - Dulaney Valley Road Bridge
KW  - Glenwood Avenue Bridge
KW  - Kelly's Ford Bridge
KW  - Middle Atlantic States
KW  - Woodrow Wilson Memorial Bridge
UR  - https://trid.trb.org/view/792473
ER  - 

TY  - CONF
AN  - 01036132
AU  - Dvorak, John R
AU  - National Concrete Bridge Council
TI  - Four Bears Bridge – Spanning Lake Sakakawea, North Dakota’s First Segmental Bridge
PY  - 2006
SP  - 18p
AB  - The 4500’ long Four Bears Bridge is North Dakota’s first precast concrete segmental bridge. It has typical interior spans of 316’ and was constructed in balanced cantilever. Concrete and steel alternates were competitively bid, with the concrete design being low bid at $55 million.  North Dakota’s severe winter weather and freeze up of the lake affected the design, construction, and schedule. Due to the compressed schedule, the North Dakota Department of Transportation (NDDOT) chose several design features to speed the construction process, including the use of precast cofferdams. Likewise, superstructure erection operations constructed an entire 34-segment cantilever in just nine days. The Context Sensitive Design features pier medallions, colored sidewalk patterns, pedestrian monuments and an ornamental railing that represent the Mandan, Hidatsa, and Arikara tribes. These features were selected during charettes with the Three Affiliated Tribes, NDDOT and the Federal Highway Administration (FHWA). This paper provides an overview of the construction of the bridge and a description of the Context Sensitive Design elements incorporated into the structure.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge design
KW  - Bridge superstructures
KW  - Bridges
KW  - Cantilever bridges
KW  - Cofferdams
KW  - Context sensitive design
KW  - North Dakota
KW  - Precast concrete
KW  - Segmental bridges
KW  - Segmental concrete bridges
KW  - Segmental construction
KW  - Segmental structures
UR  - https://trid.trb.org/view/790440
ER  - 

TY  - CONF
AN  - 01036131
AU  - Nelson, Eric T
AU  - National Concrete Bridge Council
TI  - Design of Florida Avenue Bridge over the IHNC
PY  - 2006
SP  - 7p
AB  - The 210 million dollar Florida Avenue Bridge project is being designed to provide reliable access between St. Bernard and Orleans parishes over the Inner Harbor Navigational Canal (IHNC) in New Orleans, Louisiana. The project includes a five-span high-level bridge over the IHNC with a 470-foot center span.  Bridge type studies were completed to determine the most viable structure type. Both cast-in-place segmental concrete box girder and steel plate girder alternates were selected for final design, with this paper focusing on the design of the segmental concrete alternate. The superstructure consists of a variable depth twin-cell box girder that is supported by voided box column piers and steel HP piles. The bridge will be built with form travelers using the balanced cantilever method of construction.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Box girder bridges
KW  - Bridge superstructures
KW  - Bridges
KW  - Cantilever bridges
KW  - Concrete bridges
KW  - Continuous girder bridges
KW  - Highway bridges
KW  - Long span bridges
KW  - New Orleans (Louisiana)
KW  - Prestressed concrete bridges
KW  - Segmental bridges
KW  - Segmental construction
KW  - Segmental structures
UR  - https://trid.trb.org/view/790444
ER  - 

TY  - CONF
AN  - 01036130
AU  - Urquhart, D Brice
AU  - National Concrete Bridge Council
TI  - Treating Tampa’s Traffic Trials -- “Construction of the THEA’s Reversible Bridge Project”
PY  - 2006
SP  - 8p
AB  - The Tampa-Hillsborough Expressway Authority is nearing the completion of five miles of reversible bridge that was built within the median of the existing Lee Roy Selmon Crosstown Expressway. The concrete superstructure consists of over 3000 precast segments set within the median of this tollway with minimal effect to the traveling (and paying) public. High-early strength and high-performance concrete is a successful component of this streamlined project. The use of a 6000psi mix has enabled the contractor to cast one segment per day for each typical casting cell averaging 45 segments per week. The same mix design is used for the closure pours in each of the 196 spans. The high early strength of the concrete enables the contractor to apply over 10 million pounds of force on these closures within 10 hours of casting. With the combination of precast segmental span-by-span construction and high performance concrete, the contractor is able to build 285 feet of bridge per week per erection heading.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - Bridge construction
KW  - Bridge design
KW  - Bridge superstructures
KW  - Casting
KW  - Erection (Building)
KW  - Expressways
KW  - High performance concrete
KW  - Precast concrete
KW  - Reversible traffic lanes
KW  - Segmental construction
KW  - Tampa (Florida)
UR  - https://trid.trb.org/view/790649
ER  - 

TY  - CONF
AN  - 01036128
AU  - Mertol, H C
AU  - Logan, A
AU  - Choi, W
AU  - Rizkalla, Sami
AU  - Zia, P
AU  - Mirmiran, Amir
AU  - National Concrete Bridge Council
TI  - Material Characteristics of High-Strength Concrete up to 18 KSI
PY  - 2006
SP  - 19p
AB  - This paper presents the results of a fundamental study to expand the applicability of the current AASHTO LRFD Bridge Design Specifications for concrete strength up to 18 ksi for reinforced and prestressed concrete members in flexure and compression. A total of 321 specimens were tested to determine the material properties of three high-strength concrete mixtures having target compressive concrete strengths of 10, 14, and 18 ksi. These material properties include compressive strength, elastic modulus, Poisson’s Ratio, modulus of rupture, creep and shrinkage. The study examined the effect of curing beyond 7 days compared to heat curing for one day and moist curing for 7 days only. The results indicate that the equation specified by ACI363R-92 provided a good estimate of the elastic modulus. The average Poisson’s ratio for high-strength concrete is within the range generally assumed for normal-strength concrete. The equation specified by ACI 318-05 provided a more reasonable estimate of modulus of rupture. Creep of high strength concrete is considerably less compared to normal-strength concrete, while the shrinkage values for high-strength concrete are comparable to those of normal-strength concrete.
U1  - HPC:  Build Fast, Build to Last.  The 2006 Concrete Bridge ConferencePortland Cement AssociationFederal Highway AdministrationNevada Department of TransportationAmerican Concrete Institute (ACI)Reno,NV,United States StartDate:20060507 EndDate:20060510 Sponsors:Portland Cement Association, Federal Highway Administration, Nevada Department of Transportation, American Concrete Institute (ACI)
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Compression
KW  - Compressive strength
KW  - Concrete
KW  - Concrete structures
KW  - Creep
KW  - Flexure
KW  - High strength concrete
KW  - Modulus of rupture
KW  - Poisson ratio
KW  - Properties of materials
KW  - Shrinkage
UR  - https://trid.trb.org/view/790285
ER  - 

TY  - CONF
AN  - 01033979
AU  - Transportation Research Board
TI  - 1st International Symposium on Freeway and Tollway Operations, Athens, Greece, June 4-7, 2006
PY  - 2006
SP  - v.p.
AB  - The objectives of this symposium were to capture the state of the practice in freeway and tollway operations, to identify ways and means by which agencies and operators handle operational challenges, and to develop summaries of leading practices in coping with freeway and tollway issues.  The symposium consisted of the following four parallel tracks:  Expressway/Motorway Management; Tollway and Tolling Operations; Operations and Control Center Technologies; and Managed Lanes.  This DVD contains the symposium proceedings.
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  - Conferences
KW  - Expressways
KW  - Freeway operations
KW  - High occupancy toll lanes
KW  - Highway traffic control
KW  - Institutional issues
KW  - Intelligent transportation systems
KW  - Maintenance practices
KW  - Managed lanes
KW  - Road pricing
KW  - State of the practice
KW  - Technological innovations
KW  - Toll plazas
KW  - Toll roads
KW  - Traffic control centers
UR  - https://trid.trb.org/view/790624
ER  - 

TY  - RPRT
AN  - 01033069
AU  - Federal Highway Administration
TI  - Geospatial Technology for Improved Decision Making in Transportation
PY  - 2006///Executive Scan Tour Report
SP  - 14p
AB  - The focus of the Executive Scan Tour was on noteworthy practices that are leading to the advancement of cutting edge geospatial applications.  By highlighting the success stories, methodologies, and lessons learned of several public and private organizations, the Executive Scan Tour aimed to identify the critical information needed by transportation executives to enhance decision-making through breakthroughs in the implementation of geospatial technology and expertise.  The scan team visited San Diego, California in October 2005 and Harrisburg, Pennsylvania in November 2005.  This report summarizes lessons learned and other observations made over the two trips.  The report sets the context for a one-day workshop in which the scan team will reconvene and meet with transportation executive invitees from across the country to formulate an action plan for facilitating the implementation of geospatial technologies at transportation agencies.
KW  - Applications
KW  - Decision making
KW  - Geospatial technology
KW  - Harrisburg (Pennsylvania)
KW  - Implementation
KW  - Lessons learned
KW  - Metropolitan planning organizations
KW  - San Diego (California)
KW  - State departments of transportation
KW  - Study tours
KW  - Transportation planning
UR  - http://www.gis.fhwa.dot.gov/execscan.asp
UR  - https://trid.trb.org/view/790093
ER  - 

TY  - RPRT
AN  - 01030781
AU  - Federal Highway Administration
TI  - Federal Outdoor Impact Laboratory Fact Sheet: Improving Transportation Safety Through Motor Vehicle Crash Testing
PY  - 2006
SP  - 2p
AB  - This fact sheet describes the Federal Outdoor Impact Laboratory (FOIL).  FOIL is a fully equipped outdoor crash testing laboratory and research facility used to support the Federal Highway Administration's Safety Research and Development programs and other federally funded initiatives.  This fact sheet provides information on FOIL's location, history, changing role due to new technology, use for studying building security systems, capabilities, and accomplishments.
KW  - Federal Outdoor Impact Laboratory
KW  - Impact tests
KW  - Instrumentation
KW  - Research and educational facilities
KW  - Test facilities
KW  - Testing equipment
KW  - Vehicle tests
UR  - https://trid.trb.org/view/787773
ER  - 

TY  - RPRT
AN  - 01030777
AU  - Federal Highway Administration
TI  - Manual for Using Public-Private Partnerships on Highway Projects
PY  - 2006
SP  - 43p
AB  - This manual is intended to provide a one-stop resource for States interested in pursuing Public-Private Partnerships and curious as to how Federal requirements apply.  Although a summary document itself, it identifies links and references that will provide access to more detailed guidance for anyone interested in exploring a Public-Private Partnership.  It is organized in the following sections:  (I) Background; (II) Financing; (III) Federal Law and Regulation; (IV) SAFETEA-LU Update; and (V) Conclusion.
KW  - Federal laws
KW  - Financing
KW  - Highway projects
KW  - Manuals
KW  - Public private partnerships
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
UR  - http://www.fhwa.dot.gov/ppp/manual_0905.pdf
UR  - https://trid.trb.org/view/787728
ER  - 

TY  - RPRT
AN  - 01029263
AU  - Institute of Transportation Engineers (ITE)
AU  - Federal Highway Administration
AU  - Environmental Protection Agency
TI  - Context Sensitive Solutions in Designing Major Urban Thoroughfares
for Walkable Communities
SN  - 1933452110
PY  - 2006
SP  - 221p
AB  - This report advances the successful use of context sensitive solutions (CSS) in the planning and design of major urban thoroughfares for walkable communities. It provides guidance and demonstrates for practitioners how CSS concepts and principles may be applied in roadway improvement projects that are consistent with their physical settings. The objectives of this report are to: 1. Describe the principles of CSS and the benefits and importance of CSS in transportation projects; 2. Identify how CSS principles can be applied in the processes involved with planning and developing roadway improvement projects on major urban thoroughfares; 3. Describe the relationship, compatibility and tradeoffs that may be appropriate when balancing the needs of users, adjoining land uses, environment and community interests; 4. Present guidance on how to identify and select appropriate thoroughfare types and corresponding design parameters to best meet the needs of a particular context; and 5. Provide criteria for specific roadway elements along with guidance on balancing stakeholder, community and environmental needs and constraints in roadway improvement projects. The report provides guidance for the development of improvement projects on major urban thoroughfares, facilities that are typically classified as arterial and collector roadways in urbanized areas.
KW  - Arterial highways
KW  - City planning
KW  - Collector roads
KW  - Communities
KW  - Constraints
KW  - Context sensitive design
KW  - Environmental impacts
KW  - Highway design
KW  - Improvements
KW  - Land use
KW  - Needs assessment
KW  - Stakeholders
KW  - Urban areas
KW  - Walkable communities
UR  - http://www.ite.org/bookstore/RP036.pdf
UR  - https://trid.trb.org/view/783609
ER  - 

TY  - RPRT
AN  - 01026306
AU  - Federal Highway Administration
TI  - ITS/Operations Resource Guide 2006
PY  - 2006
SP  - n.p.
AB  - Each of the sections of this Resource Guide is separated by the title for that section of the resource listings. An icon appears with each resource listing to indicate the type of media in which it is available. These categories are Points of Contact; Software Tools and Databases; Training, Workshops, and Seminars; Videos; Websites; and Documents. The title of each resource appears with each icon. If the resource is a publication, the publication number and date are given, which is helpful when ordering hardcopies. After a brief descriptive paragraph, the cost, if there is any, is given, followed by information about how the resource can be accessed. All documents with an Electronic Document Library number (EDL#) can be downloaded in two ways: 1. directly from the website address listed, or 2. by accessing the main EDL website at http://www.its.dot.gov/welcome.htm, selecting Profile Search, and searching for the document number. To order a hardcopy, the telephone number, fax number, and/or email address is provided. Links to click on to navigate through the guide include: How To Use This Guide, How To Search This Guide, Featured Resources, Points of Contact, Intelligent Transportation Systems (ITS) Initiatives, System Operations, Safety, ITS Deployment Support, and Related Websites. Modes of transportation covered in the resource guide include highways, railroads, public transit, and intermodal transportation.
KW  - Contacts (Data sources)
KW  - Databases
KW  - Deployment
KW  - Documents
KW  - Highways
KW  - Intelligent transportation systems
KW  - Intelligent transportation systems programs
KW  - Intermodal transportation
KW  - ITS program applications
KW  - Operations
KW  - Physical media (Information management)
KW  - Public transit
KW  - Railroads
KW  - Resource guides (Guides to information)
KW  - Software
KW  - Training
KW  - Transportation safety
KW  - Videotapes
KW  - Websites (Information retrieval)
KW  - Workshops
UR  - http://ntl.bts.gov/lib/jpodocs/rept_mis/14245.htm
UR  - https://trid.trb.org/view/782888
ER  - 

TY  - CONF
AN  - 01025840
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Meyer, Michael D
AU  - Transportation Research Board
TI  - Women's Issues in Transportation: Policy and Planning
SN  - 0309099560
PY  - 2006
IS  - 35
SP  - pp 51-58
AB  - Trip-making behavior is influenced by a variety of factors, including the demographic characteristics and lifestyle choices of the traveler as well as factors associated with the transportation system itself.  Many paper presented at this conference have reported on different aspects of these explanatory variables.  The papers in the plenary session on policy and planning focus instead on choices made by society in the form of public policy, which can also strongly influence trip behavior, including such things as the availability of alternative modes of transportation, how transport choices are priced, the availability of lifestyle support services such as daycare centers, the manner in which communities develop, and how tax structures influence one kind of behavior over another.  Three specific questions define the types of issues to be examined in this session:  What are the implications of women's trip behavior for planning practice?  What are the implications of women's transportation issues for policy?  What has been international experience with respect to women's travel?  The topic of public policy and planning is so broad and encompasses so many issues that it is difficult to establish boundaries around what should be included and, perhaps more important, to know how not to cover topics that are discussed elsewhere in the conference.  In some ways, all of the other sessions and papers in this conference could be placed under the broad umbrella of policy and planning because they all relate in one fashion or another to policy and planning methods and to establishing the analysis context for policy recommendations.  The purpose of this overview is to set the context for the papers presented in the policy and planning session of the conference by establishing a conceptual framework for planning and policy development, which is used to describe current understandings and potential research needs.
U1  - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory
KW  - Females
KW  - Framework (Planning)
KW  - Public policy
KW  - Research
KW  - Transportation planning
KW  - Transportation policy
KW  - Travel behavior
UR  - http://www.trb.org/Publications/Blurbs/156976.aspx
UR  - https://trid.trb.org/view/783307
ER  - 

TY  - CONF
AN  - 01025839
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Ferguson, Susan A
AU  - Braitman, Keli A
AU  - Transportation Research Board
TI  - Women's Issues in Highway Safety: Summary of the Literature
SN  - 0309099560
PY  - 2006
IS  - 35
SP  - pp 39-50
AB  - A review of research literature on passenger vehicle safety that focuses on gender differences is provided.  Around the world women are licensed and driving more than in the past.  The result is that more women are dying in crashes, although more men than women still die in crashes every year because men drive more miles than women and tend to take more risks (speed, driving under the influence of alcohol, less frequent use of seat belts).  Men's crashes are often more severe than women's, but when crash severity is controlled for, women are more likely to be killed or injured.  Evidence suggests that for the most part vehicle features designed to reduce injuries (e.g., seat belts and airbags) are as effective in protecting women as men.  Sometimes they are more effective.  For example, improvements to head restraints may be reducing neck injury more for women than men.  There also have been changes in crash testing; dummies representing shorter women are beginning to be used.  One area that has received limited attention is the safety of pregnant women and their fetuses.  The development of a pregnant dummy has been under way for years, and research using both real and computer-simulated pregnant dummies is exploring how factors such as seat belts, airbags, and crash severity affect a pregnant mother and fetus in a crash.  As more women drive into their later years and drive more miles, it will be important to evaluate changes in crash characteristics over time as a function of age and sex as well as the types of injuries that women and men sustain.
U1  - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory
KW  - Age
KW  - Air bags
KW  - Crash severity
KW  - Deployable head restraints
KW  - Dummies
KW  - Fatalities
KW  - Females
KW  - Fetus
KW  - Gender
KW  - Highway safety
KW  - Impact tests
KW  - Injuries
KW  - Literature reviews
KW  - Pregnant women
KW  - Seat belts
KW  - Traffic crashes
KW  - Vehicle safety
UR  - http://www.trb.org/Publications/Blurbs/156976.aspx
UR  - https://trid.trb.org/view/783306
ER  - 

TY  - CONF
AN  - 01025838
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Handy, Susan L
AU  - Transportation Research Board
TI  - Community Design and Travel Behavior: Exploring the Implications for Women
SN  - 0309099560
PY  - 2006
IS  - 35
SP  - pp 29-38
AB  - In the face of growing levels of congestion and persistent air quality problems, planners increasingly see community design as a way of reducing automobile dependence.  Because of growing levels of obesity and the attendant health problems, public health officials have also turned to community design as a way of increasing physical activity.  Proponents from both camps argue that higher population and employment densities, greater mixes of land uses, more gridlike street networks, and better transit service contribute to lower levels of driving and higher levels of walking, and they cite numerous studies to support their cases.  But most studies focus on the population as a whole, and few studies so far consider the ways in which the effect of community design might differ for particular segments of the population given their particular travel needs.  As evidence of the complexity of women's travel accumulates, researchers have begun to explore what community design means for women, both the possibility that community design adds to their travel burden and the possibility that it can help to ease that burden.  Women face significant concerns related to family, health, and safety that complicate their daily lives; these concerns contribute to their need for travel and to the constraints they face in attempting to meet those needs.  Communities designed so that women must drive long distances to work, to daycare, to shopping, or to medical appointments add to the time and cost of meeting their personal and household needs.  In contrast, communities designed for shorter driving distances and for modes other than driving may offer women the option of reducing the time and money they spend on travel.  At this time, few questions have been answered and many questions remain, not only about the implications of community design for the travel of women but also about the relationship between community design and travel behavior more generally.  As a step toward building a research agenda on the implications for women of the relationship between community design and travel behavior, the available literature is reviewed here, original data analysis is presented, and outstanding issues are discussed for the following questions:  What is community design?  How does community design affect travel behavior?  How might these effects differ for women?  Where do we go from here?
U1  - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory
KW  - Communities
KW  - Data analysis
KW  - Design
KW  - Females
KW  - Literature reviews
KW  - Research
KW  - Travel behavior
UR  - http://www.trb.org/Publications/Blurbs/156976.aspx
UR  - https://trid.trb.org/view/783305
ER  - 

TY  - CONF
AN  - 01025837
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Rosenbloom, Sandra
AU  - Transportation Research Board
TI  - Understanding Women's and Men's Travel Patterns: The Research Challenge
SN  - 0309099560
PY  - 2006
IS  - 35
SP  - pp 7-28
AB  - Men and women have long had different travel patterns.  However, there is increasing convergence in those travel patterns, at least at the aggregate level.  Trends in women's and men's travel patterns over time are evaluated to determine whether comparable men and women have similar travel patterns.  It is concluded that (a) women's and men's aggregate travel behavior is still far from equal on a number of measures whereas trends toward convergence may be slowing, (b) disaggregating behavior often reveals distinct differences between the sexes, and (c) so many potentially explanatory variables are tied to sex in society that it may not be relevant whether sex or other intensely gendered variables, such as household role or living alone in old age, explain differences between men and women.  There is more than adequate justification for a focus on women's transportation issues and the need for continued research on the nature and expected duration of the travel differences between women and men to supply the information needed to make effective transportation and other policies.
U1  - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory
KW  - Females
KW  - Males
KW  - Research
KW  - Transportation policy
KW  - Travel patterns
KW  - Trend (Statistics)
UR  - http://www.trb.org/Publications/Blurbs/156976.aspx
UR  - https://trid.trb.org/view/783304
ER  - 

TY  - CONF
AN  - 01025836
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Frye, Ann
AU  - Transportation Research Board
TI  - Research on Women's Issues in Transportation, Report of a Conference, Volume 1: Conference Overview and Plenary Papers. Keynote Address
SN  - 0309099560
PY  - 2006
IS  - 35
SP  - pp 5-6
AB  - The author gives a very brief summary of some of the key factors that she believes are important in helping to establish a better balance in the transport world so that women's voices are heard and women's needs are recognized and met.  She points out that increasingly we have more women in senior positions in the transport industries, changing attitudes and perspectives and challenging old ways of working; more research that has identified gender issues; and a clearer focus on understanding people's needs as a starting point for developing and delivering transport services.
U1  - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory
KW  - Females
KW  - Gender
KW  - Needs assessment
KW  - Research
KW  - Transportation
KW  - Transportation planning
KW  - Transportation policy
UR  - http://www.trb.org/Publications/Blurbs/156976.aspx
UR  - https://trid.trb.org/view/783303
ER  - 

TY  - CONF
AN  - 01025835
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Transportation Research Board
TI  - Research on Women's Issues in Transportation, Report of a Conference, Volume 1: Conference Overview and Plenary Papers
SN  - 0309099560
PY  - 2006
IS  - 35
SP  - 75p
AB  - This conference had two primary objectives:  (a) to identify and explore additional research and data needed to inform transportation policy decisions that address women's mobility, safety, and security needs and (b) to encourage research by young researchers.  The conference was organized around four subject areas:  Understanding Travel Issues; Transportation, Access, and Community Design; Injury Prevention and Ergonomics; and Policy and Planning.  The conference proceedings are presented in two volumes.  This volume, Volume 1, includes the conference summary, the four peer-reviewed overview papers presented by the topic leaders, the keynote presentation, and a list of conference participants.  Volume 2 contains the peer-reviewed breakout and poster papers and several abstracts of papers on subjects of particular interest to the conference organizing committee.
U1  - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory
KW  - Access
KW  - Conferences
KW  - Decision making
KW  - Design
KW  - Ergonomics
KW  - Females
KW  - Gender
KW  - Injury prevention
KW  - Mobility
KW  - Research
KW  - Safety
KW  - Security
KW  - Transportation
KW  - Transportation planning
KW  - Transportation policy
KW  - Travel behavior
UR  - http://www.trb.org/Publications/Blurbs/156976.aspx
UR  - https://trid.trb.org/view/783302
ER  - 

TY  - RPRT
AN  - 01025736
AU  - Federal Highway Administration
TI  - 2006 ITS/Operations Resource Guide
PY  - 2006
SP  - n.p.
AB  - Each of the nine sections of the 2006 ITS/Operations Resource Guide is separated by the title for that section of resource listings. An icon appears with each resource listing to indicate the type of media in which it is available. These categories are Points of Contact; Software Tools and Databases; Training, Workshops, and Seminars; Videos; Websites; and Documents. The title of each resource appears with each icon. If the resource is a publication, the publication number and date are given. After a brief descriptive paragraph, the cost, if there is any, is given, followed by information about how the resource can be accessed. All documents with an Electronic Document Library number (EDL#) can be downloaded in two ways: 1. directly from the website address listed, or 2. by accessing the main EDL website at http://www.its.dot.gov/welcome.htm, selecting Profile Search, and searching for the document number. To order a hard copy, the telephone number, fax number, and/or email address is provided. Links to click on to navigate through the guide include:  How To Use This Guide; Search This Guide; Featured Resources; Points-of-Contact; ITS Initiatives; System Operations; Safety; ITS Deployment Support; and Related Websites.
KW  - Databases
KW  - Documents
KW  - Guides to information
KW  - Intelligent transportation systems
KW  - Operations
KW  - Publications
KW  - Software
KW  - Training
KW  - Videotapes
KW  - Websites (Information retrieval)
KW  - Workshops
UR  - https://trid.trb.org/view/782945
ER  - 

TY  - RPRT
AN  - 01024450
AU  - Federal Highway Administration
TI  - Federal Highway Administration Office of Research, Development, and Technology Performance Plan, Fiscal Year 2006-2007
PY  - 2006
SP  - 36p
AB  - The Federal Highway Administration (FHWA) Office of Research, Development, and Technology (RD&T) Performance Plan is a 2-year plan that serves as a roadmap for FHWA's research program and directs efforts to improve operations and enhance services.  The RD&T Program directly supports the strategic goals of FHWA and the U.S. Department of Transportation (USDOT) and helps FHWA achieve its mission of enhancing mobility through innovation, leadership, and public service.  The RD&T Performance Plan describes the research, services, and other activities conducted in support of the FHWA Research and Technology Program.  The RD&T Performance Plan also illustrates how these activities are aligned with the strategic goals and objectives of FHWA and USDOT.  The plan includes a detailed list of projects and target completion dates developed in conjunction with headquarters and field offices as part of multiyear research and technology program plans.
KW  - Development
KW  - Research
KW  - Research projects
KW  - Strategic planning
KW  - Technology
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/research/general/perfplan0607/index.cfm
UR  - https://trid.trb.org/view/782336
ER  - 

TY  - RPRT
AN  - 01024444
AU  - Fort Worth Independent School District
AU  - Federal Highway Administration
TI  - A Procedural Manual for Implementing an Instructional Program in Highway Construction for Secondary Students
PY  - 2006
SP  - 26p
AB  - Representatives from the highway construction industry approached the Fort Worth Independent School District and requested that a secondary education program in highway construction be developed and implemented.  A proposal was developed and submitted to the Federal Highway Administration for funding to develop a pilot educational program for high school students to prepare them for career opportunities in this industry.  The program was designed so it can be replicated nationwide by other educational institutions.  This manual outlines the start-up procedures and provides information to assist other school districts with implementing a similar program.
KW  - Curricula
KW  - Education
KW  - High school students
KW  - Manuals
KW  - Pilot programs
KW  - Road construction
UR  - https://trid.trb.org/view/782329
ER  - 

TY  - RPRT
AN  - 01023454
AU  - Federal Highway Administration
TI  - Thurston County, Washington: Partnership Between Tribes and an MPO
PY  - 2006
SP  - n.p.
AB  - In Washington State, the coordination between the Thurston Regional Planning Council (TRPC), the Nisqually Indian Tribe, and the Confederated Tribes of the Chehalis Reservation provides an example of strong partnership and collaboration between tribes and a metropolitan planning organization (MPO). TRPC is an intergovernmental board comprised of representatives from local government jurisdictions within Thurston County and the Confederated Tribes of the Chehalis Reservation and the Nisqually Indian Tribe. TRPC serves as both the Federally designated MPO and the state-designated regional transportation planning organization (RTPO). The cooperative efforts made between TRPC and these two tribes have resulted in improved visibility of tribal needs in the county, improved regional coordination of projects, more complete data, and an awareness of other common regional transportation needs.
KW  - Confederated Tribes of the Chehalis Reservation
KW  - Cooperation
KW  - Intergovernmental partnerships
KW  - Intergovernmental relations
KW  - Metropolitan planning organizations
KW  - Native Americans
KW  - Nisqually Indian Tribe
KW  - Partnerships
KW  - Regional planning
KW  - Regional planning organizations
KW  - Thurston County (Washington)
KW  - Thurston Regional Planning Council (Washington)
KW  - Transportation planning
KW  - Tribal government
UR  - http://www.fhwa.dot.gov/hep/tribaltrans/ttpcs/washington.htm
UR  - https://trid.trb.org/view/781086
ER  - 

TY  - RPRT
AN  - 01023449
AU  - Federal Highway Administration
TI  - San Diego Area, California: A Tribal Consortium Enhances Tribal/State Coordination Efforts
PY  - 2006
SP  - n.p.
AB  - In Southern California, Native American tribes, the California Department of Transportation (Caltrans), and the San Diego Association of Governments (SANDAG) are taking an active approach to building relationships and improving coordination in transportation planning. Tribal governments established the Reservation Transportation Authority (RTA), a consortium of 24 tribes, in order to pool resources and more effectively coordinate on transportation issues. By working together in a regional organization, tribes have developed a greater voice to articulate their transportation needs. The benefits of this approach are exemplified by a planning study that will be conducted cooperatively by the RTA and Caltrans District 11 in San Diego County.
KW  - California Department of Transportation
KW  - Coordination
KW  - Intergovernmental relations
KW  - Native Americans
KW  - Partnerships
KW  - Regional planning
KW  - San Diego (California)
KW  - San Diego Association of Governments
KW  - San Diego Metropolitan Area
KW  - States
KW  - Transportation planning
KW  - Tribal government
UR  - http://www.fhwa.dot.gov/hep/tribaltrans/ttpcs/california.htm
UR  - https://trid.trb.org/view/781081
ER  - 

TY  - RPRT
AN  - 01023440
AU  - Federal Highway Administration
TI  - Arizona: Building Technical Capacity for Improved Tribal Consultation and Communication
PY  - 2006
SP  - 7p
AB  - Consultation between the Arizona Department of Transportation (ADOT) and tribal governments in transportation planning has been advancing due to coordination and information sharing efforts being initiated both by ADOT and the Inter Tribal Council of Arizona (ITCA), an association of 19 member tribes. These organizations have been instrumental at building the technical capacity of state transportation planners and tribal members to undertake effective consultations within the transportation planning process. Both ADOT and ITCA have established staff positions to focus on improving state-tribal coordination and have developed internal mechanisms to facilitate communication.
KW  - Arizona
KW  - Case studies
KW  - Coordination
KW  - Data sharing
KW  - Interagency relations
KW  - State departments of transportation
KW  - Technical competencies
KW  - Transportation planning
KW  - Tribal government
KW  - Voice communication
UR  - http://www.fhwa.dot.gov/hep/tribaltrans/ttpcs/arizona.htm
UR  - https://trid.trb.org/view/781032
ER  - 

TY  - RPRT
AN  - 01023439
AU  - Federal Highway Administration
TI  - South Dakota: State/Tribal Planning Coordination Meetings Achieve Results
PY  - 2006
SP  - 7p
AB  - In South Dakota, annual meetings with tribes form the backbone of the relationship between tribes and the South Dakota Department of Transportation (SDDOT). At these meetings, representatives from the tribes, the State, the Federal Highway Administration (FHWA), and the Bureau of Indian Affairs (BIA) exchange information about their needs and upcoming planned projects. The participation of senior staff from SDDOT emphasizes the commitment of high-level decision makers to address tribal transportation needs within the planning process. In addition to annual meetings, staff from the FHWA South Dakota Division Office and SDDOT hold follow-up meetings with tribes on an ad-hoc basis to discuss specific needs and prospective projects. These meetings often take place on tribal lands.
KW  - Annual
KW  - Coordination
KW  - Decision making
KW  - Intergovernmental relations
KW  - Meetings
KW  - Needs assessment
KW  - South Dakota
KW  - South Dakota Department of Transportation
KW  - Transportation planning
KW  - Tribal government
KW  - Tribal lands
KW  - U.S. Bureau of Indian Affairs
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/hep/tribaltrans/ttpcs/southdakota.htm
UR  - https://trid.trb.org/view/781085
ER  - 

TY  - RPRT
AN  - 01023434
AU  - Federal Highway Administration
TI  - Bangor Area, Maine: Technical Assistance and Coordination between a Tribe and MPO
PY  - 2006
SP  - 4p
AB  - In Maine, monthly meetings and regular communication have formed the basis for a growing partnership between the Penobscot Indian Nation, Bangor Area Comprehensive Transportation System (BACTS), and the Federal Highway Administration (FHWA). FHWA and BACTS provide services, training, and information to the Penobscot Indian Nation. In addition, tribal participation on the BACTS policy and planning committees has contributed to improved regional planning and coordination in the Bangor area.
KW  - Bangor (Maine)
KW  - Communication
KW  - Coordination
KW  - Information dissemination
KW  - Interagency relations
KW  - Metropolitan planning organizations
KW  - Native Americans
KW  - Partnerships
KW  - Penobscot Indian Nation
KW  - Policy
KW  - Regional planning
KW  - Services
KW  - Technical assistance
KW  - Training
KW  - Transportation planning
KW  - Tribal government
UR  - http://www.fhwa.dot.gov/hep/tribaltrans/ttpcs/maine.htm
UR  - https://trid.trb.org/view/781078
ER  - 

TY  - RPRT
AN  - 01023417
AU  - Federal Highway Administration
TI  - North Central New Mexico: Development of a Regional Transit District
PY  - 2006
SP  - 7p
AB  - In New Mexico, the development of the North Central Regional Transit District (NCRTD) provides an example of a strong partnership between tribes and local governments to improve regional planning and coordination on transit services within a diverse area of cities, rural areas, and tribal lands. The NCRTD is a regional transit planning organization that was planned and structured with involvement of representatives of all five of the Indian pueblos in the region and includes representatives from each on the Board of Directors. Strong working relationships and communications between tribal and non-tribal governments are apparent in the structure of the organization, and the cooperative efforts that have gone into addressing common regional transportation needs.
KW  - Cities
KW  - Communication
KW  - Cooperation
KW  - Coordination
KW  - Intergovernmental partnerships
KW  - Intergovernmental relations
KW  - Local government
KW  - New Mexico
KW  - Public transit
KW  - Regional planning
KW  - Regional transportation
KW  - Rural areas
KW  - Transit authorities
KW  - Transportation planning
KW  - Tribal government
KW  - Tribal lands
UR  - http://www.fhwa.dot.gov/hep/tribaltrans/ttpcs/newmexico.htm
UR  - https://trid.trb.org/view/781079
ER  - 

TY  - RPRT
AN  - 01021029
AU  - Federal Highway Administration
TI  - Improving Transit Equity - Streamlining Operations: Technologies that Benefit the Transportation Disadvantaged
PY  - 2006
SP  - 2p
AB  - This brochure notes that technology has improved the ability of transportation disadvantaged individuals to use public transit.  Some benefits offered include fare prepayment, transit safety and security, better information dissemination, more efficient coordination among service providers, and system flexibility.
KW  - Benefits
KW  - Coordination
KW  - Equity (Justice)
KW  - Fare prepayment
KW  - Flexibility (Adaptability)
KW  - Information dissemination
KW  - Intelligent transportation systems
KW  - Public transit
KW  - Safety and security
KW  - Service providers
KW  - Technology
KW  - Transportation disadvantaged persons
KW  - Utilization
UR  - http://ntl.bts.gov/lib/jpodocs/brochure/14139_files/14139.pdf
UR  - https://trid.trb.org/view/778823
ER  - 

TY  - RPRT
AN  - 01021024
AU  - Federal Highway Administration
TI  - Better Public Transportation Options for Everyone: Technologies to Improve Accessibility and Service of Public Transportation
PY  - 2006
SP  - 2p
AB  - This brochure discusses the ways in which technology has improved accessibility for transit riders.  Paratransit services have begun to use automated routing and scheduling systems that increase their flexibility.  Information systems make it easier for transit riders to plan their travel.  Security cameras increase personal security on the transit systems.  Electronic payment systems are easy to use and make it unnecessary for riders to need exact change for fare.
KW  - Accessibility
KW  - Cameras
KW  - Electronic payment
KW  - Fares
KW  - Flexibility (Adaptability)
KW  - Information systems
KW  - Intelligent transportation systems
KW  - Paratransit services
KW  - Passenger service
KW  - Planning
KW  - Public transit
KW  - Quality of service
KW  - Routing
KW  - Scheduling
KW  - Security
KW  - Technology
UR  - http://ntl.bts.gov/lib/jpodocs/brochure/14138_files/14138.pdf
UR  - https://trid.trb.org/view/778825
ER  - 

TY  - ABST
AN  - 01464653
TI  - Detailed Planning for Research on Accelerating the Renewal of America's Highways ("Renewal")
AB  - <p><strong>The objective of this project is to develop a specific research plan for the first F-SHRP program area dealing with "Renewal". </strong>In Project 20-58(1), a detailed research plan will be developed for the F-SHRP Renewal Topic: "Accelerating the Renewal of America's Highways." The overall research program goal for this topic is to develop a consistent, systematic approach to performing highway renewal that is rapid, causes minimum disruption, and produces long-lived facilities. This work will produce a recommended research plan that gives further definition to the general description contained in Chapter 4 of <em>Special Report 260</em>. The research plan shall delineate the specific research projects and other activities required to achieve the overall goal of the research program area. Individual projects are defined as those parts of each research program area that can be performed efficiently under separate contracts. The research plan shall contain a detailed description of each research project, including the tasks, levels of effort, required resources and special expertise, schedules, budgets, and anticipated deliverables. The plan shall also include activities necessary to address nontechnical issues or potential barriers to implementation and shall show the interrelationships of the projects, the timing and sequencing of each, and the assumptions and dependent conditions for each project. A work-flow diagram shall be used to further describe the sequencing and relationships of the projects. TRB staff will work with the contract agency to identify relationships among the four F-SHRP program areas regarding research projects, schedules, and resources. It is imperative that the research plan be strategic in its approach, identifying research with the greatest potential to make significant advances in achieving highway renewal that is performed rapidly, causes minimum disruption, and produces long-lived facilities. The design of the research plan shall take into account the entire highway delivery process i.e., financing planning, design, construction, and maintenance) and examine the gains that can be made toward the desired goal through improvements in each phase of the process. It is important that all segments of the project delivery process, whether traditionally managed by the public or private sectors, be included in this examination. Research may be proposed in any number of areas, so the approach to developing the research plan should include, but not be limited to, consideration of areas such as: advanced technologies, public participation, innovative methods, advanced materials, nonintrusive repair and rehabilitation, construction methods and equipment, financing, contracting, and privatization. The research shall address both urban and rural areas, including urban street network renewal. The research plan should include and reflect an in-depth review of relevant efforts in the United States and abroad and should incorporate promising technologies, including technological solutions that may be productively transferred from other industries. It may be necessary to modify some of the suggested approaches and technologies indicated in <em>Special Report 260</em>. Additional definition of the research program is required. <br /><br /></p>
KW  - Highways
KW  - Planning and design
KW  - Renewal policy
KW  - Strategic planning
KW  - Transportation planning
KW  - Travel time
KW  - Urban renewal
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=615
UR  - https://trid.trb.org/view/1232885
ER  - 

TY  - ABST
AN  - 01459316
TI  - Detailed Planning for Research on Accelerating the Renewal of America's Highways ("Renewal")
AB  - The objective of this project is to develop a specific research plan for the first F-SHRP program area dealing with "Renewal".
KW  - Highways
KW  - National Cooperative Highway Research Program
KW  - Project management
KW  - Research management
KW  - Research projects
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=615
UR  - https://trid.trb.org/view/1227529
ER  - 

TY  - RPRT
AN  - 01531749
AU  - Sauer, Jacob J
AU  - Benson, Craig H
AU  - Edil, Tuncer B
AU  - University of Wisconsin, Madison
AU  - University of New Hampshire, Durham
AU  - Federal Highway Administration
TI  - Metals Leaching from Highway Test Sections Constructed with Industrial Byproducts
PY  - 2005/12/27/Final Report
SP  - 72p
AB  - Metals leaching from industrial byproducts used in highway construction was assessed in the field and laboratory. Four byproducts were evaluated: foundry sand and foundry slag from a gray-iron foundry and bottom ash and fly ash from a coal-fired power plant. Field leaching behavior was evaluated by analyzing samples from lysimeters installed beneath highway test sections constructed with the byproducts. Batch water leach tests (WLTs) and column leach tests (CLTs) were conducted in the laboratory. All leachates were analyzed for concentrations of cadmium (Cd), chromium (Cr), selenium (Se), and silver (Ag). Concentrations from the WLTs and CLTs were compared with concentrations measured in the leachate collected in the field and with groundwater quality standards stipulated in the Wisconsin Administrative Code. Leachate collected in the lysimeters commonly had Cd, Se, and Ag concentrations exceeding Wisconsin groundwater quality standards. However, application of dilution factors to account for the reduction in concentration expected between the bottom of the pavement structure and the groundwater table showed that concentrations exceeding groundwater quality standards would not occur if the byproducts layer is at least 5 m above the groundwater table. For a separation distance of 1 m, only Cd would modestly (30%) exceed the groundwater quality standard directly beneath the centerline of the pavement. Peak concentrations from the lysimeters were 4-160 times larger than the WLT concentrations. Dilution caused by the large liquid-solid ratio used in the WLTs is largely responsible for the disparity between the lysimeter and WLT concentrations. Peak concentrations from the CLTs typically were within a factor of 10 of peak concentrations from the CLTs, although peak CLT concentrations were as much as 45 times higher and 131 times lower than the peak field concentrations. The elution patterns in the field and the CLTs generally were similar, although the magnitude of the concentrations differed. An exception is the fly-ash-stabilized soil, for which both concentrations and elution patterns from the field and the CLTs were similar.
KW  - Bottom ash
KW  - Field tests
KW  - Fly ash
KW  - Foundry sand
KW  - Groundwater
KW  - Laboratory tests
KW  - Leaching
KW  - Lysimeters
KW  - Metals
KW  - Road construction
KW  - Slag
KW  - Test sections
KW  - Waste products
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/10/P32Final.pdf
UR  - https://trid.trb.org/view/1316338
ER  - 

TY  - ABST
AN  - 01460641
TI  - Research Program Design---Administration of Highway and Transportation Agencies. Future Financing Options to Meet Highway and Transit Needs
AB  - The objective of this project is to present options for all levels of government to close the highway and transit investment deficits on a sustainable basis.
KW  - Deficits
KW  - Financing
KW  - Government funding
KW  - Investments
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Revenues
KW  - Transportation departments
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=555
UR  - https://trid.trb.org/view/1228858
ER  - 

TY  - ABST
AN  - 01460636
TI  - Research Program Design---Administration of Highway and Transportation Agencies. Analysis and Benchmarking of State DOT Human Resource Activities
AB  - Many state departments of transportation (DOTs) and other transportation agencies face recurring pressures to reduce staff, curtail recruitment, trim administrative costs, and outsource activities. At the same time, these agencies work to maintain high standards of service to transportation-system users, taxpayers, and their other stakeholders. The tensions created by these opposing forces have given rise to both managerial innovation and to needs for management tools that can help senior agency officials to determine when the agency's essential human resource (HR) capabilities are at risk. The innovative strategies and tools agencies have devised to can be useful to other agencies facing similar pressures. Nor is the situation unique to DOTs; experience gained in the private sector and elsewhere in the public sector may be useful to transportation agency management. Yet there currently is no mechanism for sharing and comparison of HR best practice benchmarks for DOTs seeking to define the HR resources that are essential to the agency's core competence and to maintain that core competence when downsizing and outsourcing decisions must be made.  A summary review of experience and best practices would be of great value to senior agency managers. Such work as TRB Special Report 275, The Workforce Challenge: Recruiting, Training, and Retaining Qualified Workers for Transportation and Transit Agencies and NCHRP Synthesis 323, Recruiting and Retaining Individuals in State Transportation Agencies could provide a useful starting point for the review. The review would likely describe how agencies have determined what are the essential core competencies they must maintain to fulfill their missions, how agencies have used recruitment, hiring, training, and other HR actions to assure they have the HR capability to maintain these core competencies, and how agencies have responded to external pressures for agency downsizing and service outsourcing.  The objective of this project is to analyze and benchmark HR best practices for determining what are the essential core competencies an agency must maintain to fulfill its mission, how agencies have used HR actions to assure they have the capability to maintain these mission core competencies, and how agencies have responded to external pressures agency downsizing and service outsourcing within this context of maintaining core competencies.
KW  - Benchmarks
KW  - Human resources management
KW  - Level of service
KW  - Management
KW  - National Cooperative Highway Research Program
KW  - Personnel
KW  - Personnel retention
KW  - Research projects
KW  - State departments of transportation
KW  - Transit authorities
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=554
UR  - https://trid.trb.org/view/1228853
ER  - 

TY  - ABST
AN  - 01460679
TI  - Long-Term Corrosion Impacts from Highway Snow and Ice Control Chemicals
AB  - Several different types of snow and ice control chemicals are available for the Washington State Department of Transportation (WSDOT) maintenance to use to improve safety of roads under winter conditions. While the short-term operational costs (i.e. labor, equipment, materials costs) of using different chemicals (i.e. salt, corrosion-inhibited magnesium chloride) are fairly easy to identify, there is a lack of information regarding the long-term costs of corrosion from chemical use. Corrosion impacts to motor vehicles, bridge structures, and steel rebar in pavements and bridge decks are of particular concern.  The objectives of this research are to evaluate the effect of chloride-based deicers on reinforced concrete structures (roadways and bridges) and to determine whether or not reducing deicer corrosiveness helps to preserve the transportation infrastructure.  A pressure penetration test will be used to investigate the deicer inhibitor effect on the corrosion resistance of steel rebar (or dowel bars) in concrete structures.
KW  - Asset management
KW  - Chemical agents
KW  - Corrosion
KW  - Cost effectiveness
KW  - Deicing chemicals
KW  - Maintenance
KW  - Research projects
KW  - Snow and ice control
KW  - Weather conditions
KW  - Winter maintenance
UR  - https://trid.trb.org/view/1228897
ER  - 

TY  - ABST
AN  - 01460678
TI  - Pedestrian Safety Treatments
AB  - Pedestrian safety treatments &amp; countermeasures need to be monitored, tested and analyzed for effectiveness on various types of roadways to ensure the best investment of limited safety resources. Additional research is needed to examine how pedestrians and motorists react to specific pedestrian safety treatments, so that the most effective safety treatments can be implemented by the Washington State Department of Transportation (WSDOT) and guidance can be provided to cities and counties.  New video image detection techniques will be used to accurately measure both pedestrian and vehicle behaviors. WSDOT, cities and counties will gain a better understanding of how pedestrians and motorists react in specific conditions so that facilities can be designed to improve pedestrian safety.
KW  - Countermeasures
KW  - Implementation
KW  - Motorist aid systems
KW  - Pedestrian safety
KW  - Pedestrians
KW  - Research projects
KW  - Safety
KW  - Safety programs
UR  - https://trid.trb.org/view/1228896
ER  - 

TY  - ABST
AN  - 01464651
TI  - Detailed Planning for Research on Providing a Highway System with Reliable Travel Times ("Reliability")
AB  - <p>The objective of this project was to develop a specific research plan for the Future Strategic Highway Research Program (F-SHRP) Reliability Topic: Providing a Highway System with Reliable Travel Times. The scope of this effort, as well as the overall F-SHRP, is described in <em>TRB Special Report 260, Strategic Highway Research: Saving Lives, Reducing Congestion, Improving Quality of Life.</em> To accomplish the project objective, the following tasks are envisioned: (1) Characterize the factors that reduce the reliability of travel times and estimate the impact of each. (2) Develop a draft research plan for review by the oversight panel. (3) Conduct a stakeholder workshop to gather additional feedback on the draft research plan. (4) Revised the plan based on the panel comments and workshop results. Meet with the panel to review the revised plan. (5) Submit the draft final research plan for panel review. (6) Revise the research plan and submit the final version. <br /></p>
KW  - Incident detection
KW  - Quality of life
KW  - Reliability
KW  - Traffic congestion
KW  - Traffic crashes
KW  - Traffic incidents
KW  - Travel time
KW  - Travelers
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=617
UR  - https://trid.trb.org/view/1232883
ER  - 

TY  - ABST
AN  - 01459314
TI  - Detailed Planning for Research on Providing a Highway System with Reliable Travel Times ("Reliability")
AB  - The objective of this project is to develop a specific research plan for the Future Strategic Highway Research Program (F-SHRP) Reliability Topic:  Providing a Highway System with Reliable Travel Times.  The scope of this effort, as well as the overall F-SHRP, is described in TRB Special Report 260. Strategic Highway Research:  Saving Lives, Reducing Congestion, Improving Quality of Life.
KW  - Highway traffic control
KW  - Highway travel
KW  - National Cooperative Highway Research Program
KW  - Quality of life
KW  - Reliability
KW  - Research projects
KW  - Strategic Highway Research Program
KW  - Traffic congestion
KW  - Travel time
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=617
UR  - https://trid.trb.org/view/1227527
ER  - 

TY  - ABST
AN  - 01460489
TI  - Safety and Operational Evaluations of Signalized Intersection Design and Control Treatments
AB  - The objectives of this research project are to:  (1) Develop a tool to assess the safety, operations, and access (utility and disutility) of inserting new interchanges in urban areas; and (2) Provide technical support to road jurisdictions in applying novel intersection designs, and conduct further safety and operational evaluations of novel intersections.
KW  - Access control (Transportation)
KW  - Design
KW  - Intersections
KW  - Research projects
KW  - Safety
KW  - Signalized intersections
KW  - Traffic control
UR  - https://trid.trb.org/view/1228706
ER  - 

TY  - ABST
AN  - 01464650
TI  - Detailed Planning for Research on Providing Highway Capacity in Support of the Nation's Economic, Environmental, and Social Goals ("Capacity")
AB  - <p><strong>The objective of this project is to develop a specific research plan for the fourth F-SHRP program area </strong><strong>dealing with "Capacity." </strong><font face="Arial">In Project 20-58(4), a detailed research plan will be developed for the F-SHRP Capacity Topic: Providing Highway Capacity in Support of the Nation's Economic, Environmental, and Social Goals. The overall research program goal for this topic is to develop approaches and tools for systematically integrating environmental, economic, and community requirements into the analysis, planning, and design of new highway capacity. Given anticipated growth in population and travel and a projected doubling of truck tonnage by 2020, selected additions to highway capacity are warranted. However, provision of new highway capacity must explicitly consider the relationships between highways and the economy, communities, and the environment. F-SHRP will formulate an integrated, systems-oriented approach to highway development that encompasses engineering, economic, environmental, social, and aesthetic considerations, and uses appropriate tools and technologies to integrate these considerations in a systematic way throughout the highway development process. </font>The research plan shall delineate the specific research projects and other activities required to achieve the overall goal of the research program area. Individual projects are defined as those parts of each research program area that can be performed efficiently under separate contracts. The research plan shall contain a detailed description of each research project, including the tasks, levels of effort, required resources and special expertise, schedules, budgets, and anticipated deliverables. The plan shall also include activities necessary to address nontechnical issues or potential barriers to implementation and shall show the interrelationships of the projects, the timing and sequencing of each, and the assumptions and dependent conditions for each project. A work-flow diagram shall be used to further describe the sequencing and relationships of the projects. TRB staff will work with the contract agency to identify relationships among the four F-SHRP program areas regarding research projects, schedules, and resources.<br /></p>
KW  - Communities
KW  - Economic benefits
KW  - Highway capacity
KW  - Highway design
KW  - Highways
KW  - Improvements
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=618
UR  - https://trid.trb.org/view/1232882
ER  - 

TY  - ABST
AN  - 01460606
TI  - Research for AASHTO Standing Committee on Highways. Task 207. Update of the AASHTO Guide Specifications for Highway Construction
AB  - This study will ensure technical accuracy in the Subcommittee's update of the Guide. A proposal for this research was received in August 2005 and sent to the panel for review and approval. The anticipated contract award date for this project is early October 2005.
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=1223
UR  - https://trid.trb.org/view/1228823
ER  - 

TY  - ABST
AN  - 01459313
TI  - Detailed Planning for Research on Providing Highway Capacity in Support of the Nation's Economic, Environmental, and Social Goals ("Capacity")
AB  - The objective of this project is to develop a specific research plan for the fourth F-SHRP program area dealing with "Capacity."
KW  - Economic forecasting
KW  - Environmental impacts
KW  - Highway capacity
KW  - Highway travel
KW  - National Cooperative Highway Research Program
KW  - Quality of life
KW  - Research projects
KW  - Social benefits
KW  - Strategic Highway Research Program
KW  - Traffic congestion
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=618
UR  - https://trid.trb.org/view/1227526
ER  - 

TY  - RPRT
AN  - 01020181
AU  - Pincheira, Jose A
AU  - Dorhorst, Melissa A
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Concrete Deck and Crack Sealers
PY  - 2005/12/03/Final Report
SP  - 159p
AB  - The primary objective of this study was to assess the effectiveness and relative performance of commercially available concrete bridge deck and crack sealants.  A total of thirteen deck sealants and ten crack sealants were selected for study under laboratory conditions that simulated the exposure to deicing salts and freeze-thaw cycles encountered in practice.  Based on the results of this study, sealants that offered the best performance were assigned to Performance Group Category I, those that offered a moderate level of protection were assigned to Performance Group Category II, and those that offered the least amount of protection were assigned to Performance Group Category III.  Of the thirteen deck sealants studied, two products [Sonneborn Penetrating Sealer 40 Volatile Organic Compound (VOC) and Hydrozo Silane 40 VOC] surpassed the rest and thus they were assigned to Performance Category I.  Six other sealants offered moderate protection and were assigned to Performance Category II.  The remaining five sealants offered the least protection and were assigned to Performance Category III.  The performance of crack sealants depended on the crack width considered.  Of the ten sealants tested in this study, Sikadur 55 SLV showed excellent performance in hairline, narrow and medium cracks and was assigned to Performance Group Category I.  Dural 335 also performed very well in the crack size recommended by the manufacturer, i.e., hairline cracks and was also assigned to Performance Group Category I.  Three other sealants performed well in hairline, narrow, and medium cracks when not exposed to freeze-thaw cycles, but were adversely affected by freeze-thaw cycles and were assigned to Performance Group Category II.  The remaining crack sealants showed low bond strengths, large reductions in strength when exposed to freeze-thaw cycles and were assigned to Performance Group Category III.  Only two products were tested in specimens with wide crack widths.  Their performance was poor and thus they were assigned to Performance Group Category III.
KW  - Bond strength (Materials)
KW  - Bridge decks
KW  - Concrete bridges
KW  - Crack width
KW  - Cracking
KW  - Durability
KW  - Freeze thaw tests
KW  - Laboratory tests
KW  - Materials and structures protection
KW  - Performance
KW  - Sealing compounds
KW  - Volatile organic compounds
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53270/03-09_FR_crack_sealers.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/03-09concretesealers-f.pdf
UR  - https://trid.trb.org/view/775427
ER  - 

TY  - RPRT
AN  - 01023415
AU  - Owens, N
AU  - Sanchez, R
AU  - Pecheux, K
AU  - Kennedy, J
AU  - Stock, D
AU  - Mitchell, C
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Electronic Toll Collection/Electronic Screening Interoperability Pilot Project. Attachment 1: Appendices - Supplement to the Final Report
PY  - 2005/12/02/Supplement
SP  - 173p
AB  - This document contains the following seven separate documents used as an attachment to support the Electronic Toll Collection (ETC)/Electronic-Screening (E-Screening) Interoperability Pilot Project report published in July 2005. In effect, these documents are being presented as a series of seven unique appendices and are identified as follows: Section 1: Evaluation Methodology; Section 2: ETC/E-Screening Facility Descriptions; Section 3: Test Results and Findings; Section 4: Total Truck Counts by Facility; Section 5: Safety Documents Summary; Section 6: Motor Carrier Survey; Section 7: Literature Review – Environmental Assessment.
KW  - Automated toll collection
KW  - Electronic screening
KW  - Environmental impact analysis
KW  - Evaluation
KW  - Facilities
KW  - Interoperability
KW  - Literature reviews
KW  - Motor carriers
KW  - Pilot studies
KW  - Surveys
KW  - Test facilities
KW  - Testing
KW  - Traffic counts
KW  - Trucking safety
KW  - Trucks
UR  - http://cvisn.fmcsa.dot.gov/downdocs/cvisndocs/ETC_E-Screening/508_version_-_attachment_1.zip
UR  - https://trid.trb.org/view/780911
ER  - 

TY  - ABST
AN  - 01563752
TI  - Development of Performance Properties of Ternary Mixes
AB  - The goal of this project is to provide the quantitative information needed to make sound engineering judgments pertaining to the selection and use of supplementary cementitious materials in conjunction with Portland or blended cement. This will lead to a more effective utilization of supplementary materials and/or blended cements enhancing the life-cycle performance and cost of transportation pavements and structures. The efforts of this project will be directed at producing test results that support the following specific goals: (1) Provide quantitative guidance for ternary mixtures that can be used to enhance the performance of structural and pavement concrete; (2) Provide a solution to the cold weather issues that are currently restricting the use of blended cements and/or supplementary cementitious materials; (3) Identify how to best use ternary mixes when rapid strength gain is needed; and (4) Develop performance-based specifications for concrete used in transportation pavements and structures.
KW  - Blended cement
KW  - Cold weather
KW  - Concrete pavements
KW  - Concrete structures
KW  - Life cycle analysis
KW  - Materials selection
KW  - Performance based specifications
KW  - Portland cement
KW  - Ternary mixtures
UR  - http://www.pooledfund.org/Details/Study/349
UR  - https://trid.trb.org/view/1354934
ER  - 

TY  - RPRT
AN  - 01472576
AU  - Polivka, Karla A
AU  - Faller, Ronald K
AU  - Holloway, James C
AU  - Rohde, John R
AU  - Sicking, Dean L
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Development, Testing, and Evaluation of NDOR’s TL-5 Aesthetic Open Concrete Bridge Rail
PY  - 2005/12/01/Final Report
SP  - 154p
AB  - A new Test Level (TL-5) aesthetic open concrete bridge railing system was developed, crash tested, and evaluated for use with reinforced concrete bridge decks. The 1,067-mm (42-in.) high bridge rail was constructed 37.03-m (121-ft 6-in.) long with fifteen bridge posts, each measuring 267-mm (10.5-in.) wide x 762-mm (30-in.) long x 305-mm (12-in.) high. Post spacings were 2,591 mm (8 ft-6 in.) on centers. One full-scale crash test, using a 35,822-kg (78,975-lb) tractor/trailer vehicle impacting at a speed of 79.6 km/h (49.4 mph) and at an angle of 16.3 degrees, was conducted and reported in accordance with the requirements specified in the National Cooperative Highway Research Program (NCHRP) Report No. 350, Recommended Procedures for the Safety Performance Evaluation of Highway Features. The safety performance of the aesthetic open concrete bridge rail was determined to be acceptable according to the TL-5 evaluation criteria specified in NCHRP Report No. 350. The research study also included additional structural analysis and design on several variations of the aesthetic bridge rail. The design variations included: (1) a TL-5 closed bridge railing; (2) a TL-5 closed median barrier; (3) a TL-4 closed bridge railing; and (4) a TL-4 open concrete bridge railing.
KW  - Bridge design
KW  - Bridge railings
KW  - Evaluation
KW  - Highway safety
KW  - Impact tests
KW  - Nebraska Department of Roads
KW  - Reinforced concrete bridges
KW  - Structural analysis
UR  - http://nlcs1.nlc.state.ne.us/epubs/R6000/B016.0106-2005.pdf
UR  - https://trid.trb.org/view/1239485
ER  - 

TY  - ABST
AN  - 01460469
TI  - Development of Weather Information Resources for Yakima County Public Services
AB  - The proposed work includes three main objectives: incorporate a database of Yakima County roads into the Automated Real-time Road Weather System (ARROWS) to provide county-specific forecasts to highway maintenance personnel; ensure the inclusion of county-run road-weather information systems (RWIS) observations in ARROWS to calibrate the forecasts for local conditions; collect observation and forecast data to permit validation of the forecasts and provide information on forecast performance.
KW  - Automation
KW  - Data collection
KW  - Highway maintenance
KW  - Real time information
KW  - Research projects
KW  - Road weather information systems
KW  - Weather and climate
KW  - Weather conditions
KW  - Weather forecasting
UR  - https://trid.trb.org/view/1228686
ER  - 

TY  - ABST
AN  - 01458511
TI  - Transportation Curriculum Coordination Council Training Management and Development
AB  - The objective of this project is to facilitate management of the Transportation Curriculum Coordination Council (TCCC) at the national level and for the development of curriculum and core training materials identified by the TCCC panel.
KW  - Curricula
KW  - Development
KW  - Information dissemination
KW  - Management
KW  - Research projects
KW  - Training
UR  - https://trid.trb.org/view/1226722
ER  - 

TY  - RPRT
AN  - 01024443
AU  - Federal Highway Administration
TI  - Highway Statistics 2004
SN  - 0160755204
PY  - 2005/12/01
SP  - 204p
AB  - This is an annual report containing analyzed statistical data on motor fuel, motor vehicles, driver licensing, highway-user taxation, State and local highway finance, highway mileage, Federal-aid for highways, as well as information on the Nationwide Personal Transportation Survey, and selected international data.  This report has been published each year since 1945.  These and other State-by-State tabulations are also available in electronic format on the Internet at  http://www.fhwa.dot.gov/policy/ohpi/.
KW  - Annual reports
KW  - Driver licensing
KW  - Federal aid
KW  - Finance
KW  - Highway mileage
KW  - Highway user taxation
KW  - Highways
KW  - International
KW  - Local government
KW  - Motor fuels
KW  - Motor vehicles
KW  - Nationwide Personal Transportation Survey
KW  - States
KW  - Statistics
UR  - https://trid.trb.org/view/782330
ER  - 

TY  - RPRT
AN  - 01513694
AU  - United States Federal Highway Administration
TI  - US 219 improvements projects (Meyersdale to Somerset), SR 6219, Section 020, Somerset County : environmental impact statement
PY  - 2005/12//Volumes held: Draft(2v), Final
KW  - Environmental impact statements
KW  - Pennsylvania
UR  - https://trid.trb.org/view/1298018
ER  - 

TY  - RPRT
AN  - 01470184
AU  - Berger, Mark
AU  - Executive Office of Transportation and Public Works
AU  - Federal Highway Administration
TI  - Route 146 Transportation Study
PY  - 2005/12
SP  - 145p
AB  - The Executive Office of Transportation’s Office of Transportation Planning (Planning) initiated the Route 146 Transportation Study in October 2001, in response to transportation needs identified by the Towns of Sutton and Millbury. The needs included addressing the congestion and safety concerns at the Route 146 intersection with Boston Road in Sutton, safety and traffic issues at the Route 146 interchange with Elm, Elmwood, and West Main Streets in Millbury, and general safety issues along the Route 146 corridor between Route 122A in Millbury and Central Turnpike in Sutton. In particular, Sutton expressed interest in examining potential grade-separation alternatives at the Route 146/Boston Road intersection. Both communities were interested in developing a long-term plan for Route 146, with the addition of several large-scale developments such as The Shoppes at Blackstone and the Sutton Industrial Park. This study followed the five-step transportation planning process. This process consisted of: establishing the foundations (goals, study area, evaluation criteria, and outreach process); identifying existing conditions; developing alternatives; conducting alternatives analysis; and making recommendations. The foundations help to establish the study guidelines and create a process for community and other interested parties to monitor the study. Identifying existing conditions includes the gathering of all relevant data and performing analysis to determine the current operating condition of the transportation network. The development of the alternatives includes two parts. First is the creation of the future year traffic forecasts and second, the development of transportation alternatives. This leads into the alternative analysis, which consists of analyzing the alternatives based on the evaluation criteria developed in the foundations. The recommendations are formed by a combination of technical evaluation and discussions with the communities, elected officials, and area residents.
KW  - Highway planning
KW  - Massachusetts
KW  - Planning stages
KW  - Strategic planning
KW  - Traffic congestion
KW  - Traffic forecasting
KW  - Traffic safety
UR  - http://www.massdot.state.ma.us/Portals/17/docs/Studies/Route146TransportationStudy.pdf
UR  - https://trid.trb.org/view/1237286
ER  - 

TY  - RPRT
AN  - 01388133
AU  - Jeannotte, K
AU  - Chandra, A
AU  - United States. Federal Highway Administration (FHWA). Office of Transportation Operations
TI  - Developing and implementing transportation management plans for work zones: rule on work zone safety and mobility 23 CFR 630 Subpart J
PY  - 2005/12
IS  - FHWA-HOP-05-066
SP  - 1 vol (various pagings)
KW  - Construction site
KW  - Highway traffic control
KW  - Legislation
KW  - Legislation
KW  - Policy
KW  - Policy
KW  - Road construction
KW  - Road construction
KW  - Safety
KW  - Safety
KW  - Traffic management
KW  - Usa
UR  - http://www.ops.fhwa.dot.gov/wz/resources/publications/trans_mgmt_plans/index.htm
UR  - https://trid.trb.org/view/1155899
ER  - 

TY  - RPRT
AN  - 01352188
AU  - Kelly, Michael J
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 1. Preparation for Advanced Driving Training
PY  - 2005/12//Final Report
SP  - 27p
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 1 of the three-phase project. Phase 1 included (1) identification of potential participants, (2) development of recruiting materials, (3) recruitment and scheduling of participants, (4) preparation of training plans and instructional materials, and (5) 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 recruited subjects will receive an intervention that involves a one-day classroom and behind-the-wheel workshop. The training will take 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  - Research projects
KW  - Teenage drivers
KW  - Training programs
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/defensive/final_report.pdf
UR  - http://ntl.bts.gov/lib/45000/45800/45861/final_report83.pdf
UR  - https://trid.trb.org/view/1116862
ER  - 

TY  - RPRT
AN  - 01160024
AU  - Zaghloul, Sameh
AU  - Gucunski, Nenad
AU  - Jackson, Hudson
AU  - Marukic, Ivana
AU  - Shokouhi, Parisa
AU  - Stantec Consulting
AU  - Rutgers University, Piscataway
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Ride Quality Follow-Up
PY  - 2005/12//Final Report
SP  - 403p
AB  - The New Jersey Department of Transportation (NJDOT), as many other DOT’s, moved towards utilizing a high-speed profiler to measure the International Roughness Index (IRI) as a part of the state smoothness acceptance specifications. Although high-speed profilers have been in use for a long time as a tool to collect network-level IRI data for Pavement Management System (PMS) applications, the use of this type of device for project-level smoothness acceptance is relatively new. Therefore, NJDOT conducted a two-phase research study with the objectives of standardizing the testing protocols and identifying/addressing the equipment related issues, such as repeatability, effects of testing speed and the use of high- and low-pass filters, manufacturers versus standard IRI computations (Proval and RoadRuf) and the impact of summary intervals. Also, the study objectives included selecting a pavement profiling device as the Standard Pavement Profiler (SPP) for NJDOT, which will be used to calibrate other profilers, developing a procedure to calibrate and correlate other high speed profilers with NJDOT SPP and evaluating a standard software to process profile data and calculate IRI for NJDOT smoothness specifications. As a part of this study, detailed investigations were performed on the IRI algorithm and a new ride statistic was developed. Also, advanced profile analysis was performed to diagnose the profile characteristics that impact the rideability and user opinion. Comparisons were made between different ride statistics, traditional ride statistics (IRI, RN, PI and %DL) and the newly developed ride statistic.
KW  - Acceptance tests
KW  - Algorithms
KW  - Data filtering
KW  - High-speed profilers
KW  - International Roughness Index
KW  - Pavements
KW  - Repeatability
KW  - Ride quality
KW  - Smoothness
KW  - Standardization
KW  - Test protocols
KW  - Test speed
UR  - http://cait.rutgers.edu/files/FHWA-NJ-2005-017.pdf
UR  - https://trid.trb.org/view/920567
ER  - 

TY  - RPRT
AN  - 01104979
AU  - Maurer, Gayle
AU  - Bemanian, Sohila
AU  - Nevada Department of Transportation
AU  - Federal Highway Administration
TI  - Advancing Durable Pavement Marking Materials in Nevada
PY  - 2005/12//Final Management Report
SP  - 160p
AB  - The durability of pavement markings was identified as an operational issue in all of the Nevada Department of Transportation (NDOT) maintenance districts.  Epoxy traffic paint, the primary material for striping high-volume roadways, was not performing as expected.  An investigation into the cause of the poor serviceability resulted in the determination that the problem was systematic, and not due to any singular cause.  Various environmental, installation, material, and miscellaneous complications occurred that reduced the expected service life.  A state survey was conducted to determine that experience other states were having with common pavement marking materials.  Responses from twenty-three states indicated that no single factor appeared to stand out as the common determinate of superior product that correlates with the service life of pavement marking materials.  Thirty pavement marking products were applied and evaluated on five test sites in Nevada.  The materials included waterborne, polyurea, epoxy, alkyd thermoplastic, and permanent tape products.  Test sections consisted of edge and centerline application that varied in length from 0.15 to 3 miles long.  The test sections were monitored for retroreflectivity, color, and durability data.  Test site results show that the life expectancy of pavement markings varied greatly and were dependent upon placement procedures, snow removal activities, and ultraviolet degradation of the yellow colored materials.  Assorted traffic bead gradations and waterborne paint application rates were compared.  The complete examination of all procedures involved with pavement marking application resulted in modification of established methods and provided an environment for obtaining higher quality pavement markings.  Modifications included specification adjustments, qualified products list changes, constructability enhancements, and materials, sampling, and testing improvements.  A pavement marking matrix was developed for use on all NDOT contract and restriping work.  The matrix includes material application guidelines for varying traffic and climatic conditions based upon the experience of in-house personnel.  The matrix provides systematic and cost-effective guidelines for decision makers.
KW  - Center lines
KW  - Climate
KW  - Color
KW  - Cost effectiveness
KW  - Durability
KW  - Edge lines
KW  - Guidelines
KW  - Nevada
KW  - Retroreflectivity
KW  - Road marking materials
KW  - Road marking tapes
KW  - Road markings
KW  - Service life
KW  - Specifications
KW  - Striping materials
KW  - Testing
KW  - Traffic paint
UR  - http://www.nevadadot.com/uploadedFiles/NDOT/About_NDOT/NDOT_Divisions/Planning/Research/RDT_06-001_Advancing_Durable_Pavement_Markings.pdf
UR  - https://trid.trb.org/view/864760
ER  - 

TY  - RPRT
AN  - 01104924
AU  - Guy, Bryan
AU  - Fricker, Jon D
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Data Collection Techniques and Methods for Roadside Station Origin-Destination Studies
PY  - 2005/12//Final Report
SP  - 154p
AB  - Origin-Destination (OD) studies are often used in transportation planning to determine the travel patterns (origin-destination matrix) of vehicles and goods in a particular area. Given these travel patterns, the impacts of alternative solutions to current and future transportation problems can be evaluated. Therefore, it is important that the travel patterns be accurately measured. However, it is not always clear what data collection method should be used to obtain the type of data needed, while maximizing quality and minimizing the time and cost. The objective of this research is to review both conventional and experimental techniques for roadside station OD studies, and make general recommendations for the best OD study technique and data collection method, given the roadway characteristics and traffic conditions.
KW  - Automatic license plate readers
KW  - Data collection
KW  - Global Positioning System
KW  - Origin and destination
KW  - Roadside improvement
KW  - Tracking systems
KW  - Transportation planning
KW  - Travel patterns
KW  - Wireless communication systems
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1716&context=jtrp
UR  - https://trid.trb.org/view/864635
ER  - 

TY  - RPRT
AN  - 01104831
AU  - Soliman, Ahmed
AU  - Jacko, Robert Bertram
AU  - Partridge, Barry
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - ITS Strategies for Minimization of Fine Particulates
PY  - 2005/12//Final Report
SP  - 148p
AB  - The purpose of the study was to quantify the impact of traffic conditions such as free flow and congestion on local air quality. The Borman Expressway in Northwest Indiana is considered a test-bed for this research due to the high volume of class-9-truck traffic traveling on it, as well as the existing and continuing installation of the Intelligent Transportation System (ITS) to improve the traffic management along the highway stretch. An empirical Traffic-Air-Quality model (TAQ model) was developed to estimate the PM2.5 emission factors (g/mi) based solely on the measured traffic parameters such as average speed, average acceleration and truck density. The TAQ model has shown better predictions that matched the measured emission factor values more than the EPA-PART5 model. During congestion (speeds < 30 mi/h), the TAQ model, on average, over predicted the measured values by 1.2 fold, in comparison to the 4.0 fold under predictions of the EPA-PART5 model. On the other hand, during free flow (speeds > 50 mi/h), the TAQ model, on average, over predicted the measured values only by 1.5 fold. The measured values as well as the TAQ model have shown that the PM2.5 emission factors change more aggressively with respect to the average truck speeds on the Borman Expressway than the EPA-PART5 model predictions which assume constant emission values with respect to speed. On average, a 74% improvement in PM2.5 air quality is expected when the average Borman speed range is improved from < 30 mi/h to >50 mi/h (based on reduction of mass emitted per mile [g/mi]). Additional 39% (on average) improvement in the PM2.5 emissions on the Borman Expressway were found when traffic flow speeds increased from 55 mi/h to 75 mi/h. An autoregressive (AR) model was also developed to forecast hourly averaged emission factors using the TAQ model. The AR-TAQ model has shown the ability to predict PM2.5 emission factors based on traffic parameters.
KW  - Air pollution
KW  - Air quality
KW  - Borman Expressway
KW  - Environmental impacts
KW  - Fine particles
KW  - Fines (Materials)
KW  - Indiana
KW  - Intelligent transportation systems
KW  - Particulates
KW  - Pollutants
KW  - Traffic flow
KW  - Traffic speed
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1755&context=jtrp
UR  - https://trid.trb.org/view/864264
ER  - 

TY  - RPRT
AN  - 01103976
AU  - Maniaci, Caroline
AU  - Nolen, Andrew
AU  - Alaska Department of Transportation and Public Facilities
AU  - Alaska Department of Natural Resources
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
TI  - Vegetated Riprap Survey of Highways in South Central and Interior Alaska
PY  - 2005/12//Final Report
SP  - 71p
AB  - This report documents and presents the results of a site study of riprap armored stream banks along Alaskan highways. The study's intent was to evaluate and determine the governing parameters of a successful hybrid environment using rock to stabilize the stream banks in concert with vegetation to maintain healthy riparian habitat. In order to design and build riprap revetments that successfully incorporate, support and promote successful revegetation on a sustainable basis, design and construction engineers require quantitative limits on the governing parameters. This evaluation was performed to support the development of engineering design guidelines for successful vegetated riprap installation. Study sites of focus were located along Alaskan highway/stream interfaces where riprap was designed and installed to protect stream banks and bridge structures. For each study site, a combination of factors needs to be present in order to enable and encourage a successful hybrid environment of bank protective riprap coexisting with thriving vegetative reinforcement. The factors investigated during site evaluation include hydrologic and hydraulic, regional, existing riprap characteristics, and plant species present. Findings of this study indicate that site specific hydrologic and hydraulic characteristics need to exist for a riprap armored stream bank to allow and sustain vegetative growth. In addition, given a vegetative friendly riprap structure, this study found that Alaska's diverse regional climate influences species composition.
KW  - Alaska
KW  - Bank protection
KW  - Banks (Waterways)
KW  - Habitat (Ecology)
KW  - Hydrology
KW  - Restoration ecology
KW  - Revegetation
KW  - Revetments
KW  - Riparian corridors
KW  - Riprap
KW  - Vegetation
UR  - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_05_08.pdf
UR  - https://trid.trb.org/view/863570
ER  - 

TY  - RPRT
AN  - 01099535
AU  - Kim, Y Richard
AU  - Lee, Jusang
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Optimizing Gradations for Surface Treatments
PY  - 2005/12//Final Report
SP  - 88p
AB  - This report presents the research effort to evaluate the aggregate retention and skid performance of various asphalt surface treatments (ASTs). The study includes two types of aggregate for the aggregate retention test and 14 field AST sections for the skid resistance tests. A new test protocol for the performance evaluation of ASTs was developed using the third-scale Model Mobile Loading Simulator (MMLS3). The AST performance characteristics that can be covered by this protocol include aggregate retention, bleeding, skid resistance, aggregate embedment depth, cracking, and rutting. In this study, the new MMLS3 AST performance test method was applied to evaluate the effects of various mix parameters on aggregate retention and bleeding; these parameters include aggregate and emulsion application rates, fine content, aggregate gradation, and aggregate type (i.e., granite vs. light-weight). It was confirmed that the amount of aggregate loss decreases as the aggregate application rate decreases, the emulsion application rate increases, the fine content decreases, and the gradation becomes more uniform. The aggregate gradation factor, among the others , plays a critical role in the aggregate retention performance regardless of the type of aggregate. The skid resistance test results from the test sections show an adequate skid resistance performance for these sections. The correlation between British Pendulum Numbers and Skid Numbers is found relatively strong, which allows the prediction of the Skid Number from the laboratory British Pendulum.
KW  - Aggregate gradation
KW  - Asphalt pavements
KW  - Bleeding (Pavements)
KW  - Fine aggregates
KW  - Fines (Materials)
KW  - Mix design
KW  - Model mobile load simulators
KW  - Skid resistance
KW  - Surface treating
KW  - Types of pavements by material
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-04FinalReport.pdf
UR  - https://trid.trb.org/view/859120
ER  - 

TY  - RPRT
AN  - 01082344
AU  - Zhang, Wei-Bin
AU  - University of California, Berkeley
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
TI  - Trip Report for FHWA/AASHTO Visit to China
PY  - 2005/12//Final Report
SP  - 110p
AB  - This report documents the visit by a high level Federal Highway Administration/American Association of State Highway and Transportation Officials (FHWA/AASHTO) transportation delegation to China, in furtherance of the Memorandum of Cooperation between the U.S. Department of Transportation and the China Ministry of Communications.  The report provides a summary of the meetings and visits, key findings and recommendations for future collaboration between FHWA/AASHTO and Chinese transportation agencies.  Key findings concern China's rapid infrastructure development, diversified financing for highway infrastructure, government structure and the decision-making process, effective execution and fast project delivery, implementation of advanced technologies and methodologies, traffic congestion and safety concerns, and environmental issues.
KW  - Administration
KW  - China
KW  - Decision making
KW  - Development
KW  - Environmental impacts
KW  - Environmental policy
KW  - Financing
KW  - Highways
KW  - Implementation
KW  - Infrastructure
KW  - Project delivery
KW  - Study tours
KW  - Technological innovations
KW  - Traffic congestion
KW  - Traffic safety
UR  - https://trid.trb.org/view/842013
ER  - 

TY  - RPRT
AN  - 01075534
AU  - Federal Highway Administration
TI  - Interstate 70 corridor, section of independent utility 7, Montgomery, Warren and St. Charles coutnies, just west of Route 19 (Milepost 174) to Lake St. Louis Boulevard (milepost 214), Improve I-70 second tier : environmental impact statement
PY  - 2005/12//Volumes held: Final
KW  - Environmental impact statements
KW  - Missouri
UR  - https://trid.trb.org/view/834928
ER  - 

TY  - RPRT
AN  - 01075466
AU  - Federal Highway Administration
TI  - Willis Avenue Bridge reconstruction, New York and Bronx counties : environmental impact statement
PY  - 2005/12//Volumes held: Draft, Draft Appendix, Final, Final AppendixA-D, Final AppendixE, Final AppendixF-K
KW  - Environmental impact statements
KW  - New York (State)
UR  - https://trid.trb.org/view/834860
ER  - 

TY  - RPRT
AN  - 01075400
AU  - Federal Highway Administration
TI  - Improvements to the U.S. Route 6/Route 10 interchange, City of Providence, Providence County : environmental impact statement
PY  - 2005/12//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Rhode Island
UR  - https://trid.trb.org/view/834794
ER  - 

TY  - RPRT
AN  - 01051564
AU  - Rizkalla, Sami
AU  - Zia, Paul
AU  - Seliem, Hatem
AU  - Lucier, Gregory
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of MMFX Steel for NCDOT Concrete Bridges
PY  - 2005/12//Final Report
SP  - 128p
AB  - The new commercially available Micro-Composite Multi-Structural Formable (MMFX) steel is a high strength and highly corrosion-resistant steel. Use of MMFX steel could lead to potential savings due to its unique characteristics.  Many state transportation departments have begun to use MMFX steel as a direct replacement for conventional Grade 60 steel.  However, the higher strength and lack of well-defined yield point of MMFX steel alter the structural  behavior of bridge decks reinforced with MMFX steel bars.  Therefore, three concrete bridge decks with a span-to-depth ratio of 12.5 were tested up to failure using concentrated loads intended to simulate the effects of truck wheel loadings.  The first and second bridge decks were reinforced with the same amount of MMFX and conventional Grade 60 steel, respectively.  The third bridge deck was reinforced with MMFX steel reduced by 33% in an attempt to utilize its high strength characteristics.  The results of the experimental program and the analytical modeling demonstrated that bridge decks reinforced with 33% less MMFX steel developed the same ultimate load-carrying capacity and deflection at service load as those reinforced with Grade 60 steel.  In addition, the effect of bending on the tensile strength of MMFX steel bars was experimentally investigated.  Experimental results demonstrated that debonded MMFX bent bars have a reduced ultimate strength by 6%.  However, bonded bent bars developed the full strength as those of straight bars.  The high corrosion-resistance of MMFX steel bars claimed by the manufacturer was validated by using very severe test conditions.  The corrosion test results confirmed that the MMFX steel has a lower corrosion rate compared to conventional Grade 60 steel.
KW  - Analytical modeling
KW  - Bar bending
KW  - Bridge decks
KW  - Concrete bridges
KW  - Corrosion
KW  - Flexure
KW  - High strength
KW  - North Carolina
KW  - Punching
KW  - Reinforcement (Engineering)
KW  - Steel
KW  - Tensile strength
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-27finalreport.pdf
UR  - https://trid.trb.org/view/809280
ER  - 

TY  - RPRT
AN  - 01051553
AU  - Pant, Prahlad D
AU  - Rajagopal, Arudi
AU  - Penmestsa, Satyanarayana Raju
AU  - University of Cincinnati
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Validation of ODOT Sufficiency Rating System
PY  - 2005/12//Final Report
SP  - 77p
AB  - A composite indicator, termed ‘sufficiency rating’, can be used to determine how sufficient is each segment of the highway when compared to a properly designed, constructed and operated highway. This study first presents an overview of Ohio Department of Transportation's (ODOT’s) current sufficiency rating (SR) system followed by a comparative study of SR systems in other states. The system developed by ODOT, like most other states, was based on the opinions of an expert panel who, based on their previous knowledge and experience, selected the type and number of parameters including the weights assigned to each parameter. A 0 to 100 points scale represented the sufficiency rating of a highway segment. This approach for developing a sufficiency rating system was subjective and would likely introduce a bias in the system when implemented. Hence, the researchers recommended an objective approach for developing the SR system which consisted of three major variables namely, Condition, Congestion, and Crashes. Condition was represented by PCR (Pavement Condition Rating), Congestion was represented by Volume/Capacity Ratio and Crashes was represented by Crash Density. A statistical technique called Principal Component Analysis was used for developing mathematical models to calculate the sufficiency ratings for 10 functional classifications of highways in the State of Ohio. The models are expected to adequately describe the overall condition of the highway with the variables appropriately identified and weighed to reflect their significance with minimal bias in the system. It is recommended that the statewide sufficiency rating models for 10 functional classifications of highways be implemented by the Ohio Department of Transportation so it would lead toward a better allocation of scarce resources in the future.
KW  - Crashes
KW  - Highways
KW  - Mathematical models
KW  - Ohio
KW  - Pavement condition rating
KW  - Pavements
KW  - Principal component analysis
KW  - Sufficiency rating
KW  - Traffic congestion
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A133879769
UR  - https://trid.trb.org/view/809334
ER  - 

TY  - RPRT
AN  - 01049323
AU  - Dingus, Thomas A
AU  - Allen, Gary R
AU  - Brich, Stephen C
AU  - Neale, Vicki L
AU  - Schroeder, Aaron D
AU  - Blanco, Myra
AU  - Schnell, Thomas
AU  - Gillespie, James S
AU  - Schroeder, Tracey Talley
AU  - Simmons, Carole J
AU  - Hankey, Jonathan M
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume II: Overview of Phase I and Development of Phase II Experimental Plan
PY  - 2005/12//Final Report
SP  - 98p
AB  - The focus of the Phase I effort was on the establishment of performance and design objectives to facilitate the deployment of ultraviolet A (UV–A) headlamps. This report describes the plan to develop UV–A headlamp specifications, evaluate fluorescent infrastructure materials (i.e., traffic control devices), quantify glare and photobiological risks, expand the cost/benefit analysis, and demonstrate and implement the UV–A technology. It also includes a literature review that was conducted before the Phase II studies. As is often the case in large projects, some of the planned work eventually changed or was replaced to address more pressing issues. The later volumes of this report series detail what research occurred and why.
KW  - Benefit cost analysis
KW  - Fluorescence
KW  - Glare
KW  - Headlamps
KW  - Literature reviews
KW  - Night visibility
KW  - Road marking materials
KW  - Specifications
KW  - Traffic control devices
KW  - Ultraviolet light
KW  - Vision enhancement systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04133/04133.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04133/index.cfm
UR  - https://trid.trb.org/view/808816
ER  - 

TY  - RPRT
AN  - 01043980
AU  - Blanco, Myra
AU  - Hankey, Jonathan M
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume VI: Phase II―Study 4: Visual Performance During Nighttime Driving in Fog
PY  - 2005/12//Final Report
SP  - 111p
AB  - Phase II—Study 4 was part of the Enhanced Night Visibility project, a larger research effort investigating drivers’ visual performance during nighttime driving. Study 4 helped expand the knowledge of how current vision enhancement systems can affect detection and recognition of different types of objects during adverse weather, specifically for fog conditions. Thirty participants were involved in the study. A 6 by 3 mixed factorial design was used to investigate the effects of different types of vision enhancement systems and driver’s age on detection and recognition of a pedestrian on the roadway. Subjective evaluations also were obtained for the different vision enhancement systems. The analysis based on objective and subjective results revealed that the infrared thermal imaging system is the best configuration for detecting pedestrians in fog conditions. Halogen headlamps supplemented with ultraviolet A (UV–A) was a better configuration for detecting pedestrians than the halogen and high intensity discharge (HID) headlamps alone; however, the UV–A technology does not represent a dramatic improvement over the halogen and HID headlamps used in this research.
KW  - Age
KW  - Drivers
KW  - Fog
KW  - Halogen lamps
KW  - Headlamps
KW  - High intensity discharge headlamps
KW  - Human subject testing
KW  - Night visibility
KW  - Pedestrians
KW  - Subjective evaluations
KW  - Thermographs
KW  - Ultraviolet light
KW  - Vision enhancement systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04137/04137.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04137/index.cfm
UR  - https://trid.trb.org/view/804695
ER  - 

TY  - RPRT
AN  - 01043978
AU  - Gillespie, James S
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume XI: Phase II―Cost-Benefit Analysis
PY  - 2005/12//Final Report
SP  - 52p
AB  - This volume of the Enhanced Night Visibility project is a cost-benefit analysis of the vision enhancement system (VES) and roadway marking technologies evaluated in the Phase II experiments of the Enhanced Night Visibility project. The cost-benefit analysis indicates that neither the ultraviolet-A (UV–A) headlamp nor the fluorescent pavement marking technologies are fully developed for implementation. Under the conditions simulated in the Virginia Smart Road tests, most of the combinations of experimental VESs and experimental marking materials show no net improvement in sight distance in comparison to the combination of halogen (i.e., tungsten-halogen) low-beam headlamps and a nonfluorescent pavement marking. The best-performing VES configurations were the halogen low beam (HLB) and five UV–A + HLB. HLB serves as the benchmark, with both its estimated crash reduction benefit and its incremental cost defined to be zero. The slight overall benefit of five UV–A + HLB over HLB would lead to a positive crash savings, but its cost of implementation would result in a cost-benefit ratio of 0.001 and in negative net benefits of less than zero. Among the pavement markings tested, the fluorescent paint generally performed worse than the fluorescent thermoplastic. Neither of the tested fluorescent pavement markings is forecast to generate positive benefits in comparison with the performance of the nonfluorescent pavement marking.
KW  - Benefit cost analysis
KW  - Fluorescence
KW  - Headlamps
KW  - Low beamed headlamps
KW  - Night visibility
KW  - Road markings
KW  - Sight distance
KW  - Thermoplastic materials
KW  - Traffic paint
KW  - Tungsten-halogen lamps
KW  - Ultraviolet light
KW  - Virginia Smart Road
KW  - Vision enhancement systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04142/04142.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04142/index.cfm
UR  - https://trid.trb.org/view/804698
ER  - 

TY  - RPRT
AN  - 01043977
AU  - Clark, Jason
AU  - Gibbons, Ronald B
AU  - Hankey, Jonathan M
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume XV: Phase III―Study 3: Influence of Beam Characteristics on Discomfort and Disability Glare
PY  - 2005/12//Final Report
SP  - 119p
AB  - The objective of this study was to evaluate the discomfort and disability glare produced by oncoming headlamps with varying beam intensity and distribution. Oncoming headlamps can be visually discomforting and disabling to drivers at night. In recent years, high intensity discharge (HID) headlamps have raised some concern because of their increased light output and brighter appearance than traditional halogen headlamps. During the discomfort glare portion of this study, participants drove an experimental vehicle at 32 km/h (20 mi/h) past stationary glare headlamps. They were asked to rate their overall discomfort using the subjective deBoer scale. The disability glare portion involved drivers detecting a static pedestrian either near the road centerline or near the road edgeline while approaching different sets of glare headlamps. It was hypothesized that there would be significant differences in detection distance, illuminance at the driver’s eye, and discomfort glare rating across the different glare headlamp, pedestrian position, adaptation level, and participant age combinations. The main effect of glare headlamp was the only significant factor in the analysis for discomfort glare. The main effects of age, glare headlamp, and pedestrian location were all significant in the analysis for the disability glare portion. In addition, the interaction of pedestrian location and glare headlamp was significant. Overall, headlamps that had higher subjective discomfort ratings were the same lamps that had worse objective disability measures. The conclusions of this research will be valuable to the consumer as well as the manufacturers and designers of future headlamps in revealing how glare can affect drivers on the road at night. This information can help guide new designs to maximize forward visibility while minimizing glare.
KW  - Age
KW  - Brightness
KW  - Detection distance
KW  - Disability glare
KW  - Discomfort glare
KW  - Glare
KW  - Headlamps
KW  - High intensity discharge headlamps
KW  - Human subject testing
KW  - Night visibility
KW  - Pedestrians
KW  - Subjective evaluations
KW  - Tungsten-halogen lamps
KW  - Vision enhancement systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04146/04146.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04146/index.cfm
UR  - https://trid.trb.org/view/804700
ER  - 

TY  - RPRT
AN  - 01036737
AU  - Hankey, Jonathan M
AU  - Blanco, Myra
AU  - Neurauter, M Lucas
AU  - Gibbons, Ronald B
AU  - Porter, Richard J
AU  - Dingus, Thomas A
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume XII: Overview of Phase II and Development of Phase III Experimental Plan
PY  - 2005/12//Final Report
SP  - 31p
AB  - This volume provides an overview of the six studies that compose Phase II of the Enhanced Night Visibility project and the experimental plan for its third and final portion, Phase III. The Phase II studies evaluated up to 12 vision enhancement systems in terms of drivers’ ability to detect and recognize objects, visibility of pavement markings, and discomfort caused by glare from oncoming headlamps. Drivers’ ability to detect and recognize objects was assessed in clear, rain, fog, and snow conditions. The results indicated that supplemental ultraviolet headlamps do not provide sufficient benefit to justify further testing. The performance of supplemental infrared (IR) vision enhancement systems, on the other hand, was robust enough to suggest further investigation. As a result, additional IR testing, disability glare testing, and off-axis object detection on the Virginia Smart Road were proposed as a replacement for public road Phase III testing with UV–A. The details of the experimental plan for each of these testing areas are provided in the Phase III portion of this report.
KW  - Aged
KW  - Cyclists
KW  - Drivers
KW  - Fog
KW  - Glare
KW  - Headlamps
KW  - High intensity discharge
KW  - Infrared radiation
KW  - Night visibility
KW  - Night vision
KW  - Pedestrians
KW  - Rain
KW  - Road markings
KW  - Snow
KW  - Ultraviolet light
KW  - Visibility
KW  - Vision enhancement systems
KW  - Weather
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04143/04143.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04143/index.cfm
UR  - https://trid.trb.org/view/792903
ER  - 

TY  - RPRT
AN  - 01036736
AU  - Gibbons, Ronald B
AU  - Edwards, Chris
AU  - Gupta, Santosh
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume XVI: Phase III—Characterization of Experimental Objects
PY  - 2005/12//Final Report
SP  - 69p
AB  - The Enhanced Night Visibility (ENV) project is a series of experiments undertaken to investigate different visual enhancement systems (VES) for the nighttime driving task. The purpose of this characterization activity is to establish the photometric nature of the objects presented to the observer during the ENV Phase III studies, which assessed headlamp beam patterns as well as the influence of infrared (IR) technology on object detection. The photometric measurements of interest are the object luminance and the background luminance. Other calculated parameters were established such as object contrast with the background and object visibility level. The measurements were taken at the threshold of detection and calculated for three visible-light VESs and three IR VESs. For the visible-light VESs, the photometric data showed the influence of the headlamp distribution and the suitability of the various metrics to predict object visibility. For the IR systems, the data gave an indication of the usage of the in-vehicle systems and their distraction level for the driver.
KW  - Drivers
KW  - Driving
KW  - Headlamps
KW  - High intensity discharge
KW  - Infrared radiation
KW  - Luminance
KW  - Night visibility
KW  - Photometry
KW  - Visibility
KW  - Vision enhancement systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04147/04147.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04147/index.cfm
UR  - https://trid.trb.org/view/792928
ER  - 

TY  - RPRT
AN  - 01036735
AU  - Gibbons, Ronald B
AU  - Hankey, Jonathan M
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume IX: Phase II—Characterization of Experimental Objects
PY  - 2005/12//Final Report
SP  - 113p
AB  - The Enhanced Night Visibility (ENV) project is a series of experiments undertaken to investigate different visual enhancement systems (VES) for the nighttime driving task. The purpose of this portion of the ENV project is to establish the photometric nature of the objects presented to the observer. The photometric measurements of interest are the headlamp illuminance, object luminance, and the background luminance. Other calculated parameters were established such as object contrast with the background, reflectance of the objects, and object visibility level. The measurements were taken and calculated for 11 VESs and 8 object types. The correlation of the measurement results to those of the ENV visual performance studies was calculated. It was found that all the calculated metrics were fairly highly correlated to the participant results. The visibility level was the least correlated, and the Weber contrast ratio was the most highly correlated. The transmittance of the atmosphere was also calculated for each of the weather conditions used in the ENV visual performance studies. The correlations calculated for these conditions showed that the Weber contrast was again the most highly correlated metric.
KW  - Driving
KW  - Headlamps
KW  - Luminance
KW  - Measurement
KW  - Night visibility
KW  - Photometry
KW  - Visibility
KW  - Vision enhancement systems
KW  - Weather conditions
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04140/04140.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04140/index.cfm
UR  - https://trid.trb.org/view/792899
ER  - 

TY  - RPRT
AN  - 01035654
AU  - Knapp, Keith K
AU  - Kienert, Cara
AU  - Witte, Adrian
AU  - Midwest Regional University Transportation Center
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Statewide and Upper Midwest Summary of Deer-Vehicle Crash and Related Data from 1993 to 2003
PY  - 2005/12//Final Report
SP  - 101p
AB  - This document contains a summary and discussion of deer-vehicle crash (DVC) and DVC-related data from five states in the Upper Midwest of the United States.  These data were obtained from Departments of Transportation, Public Safety and/or Natural Resources in Illinois, Iowa, Michigan, Minnesota, and Wisconsin.  More specifically, annual police-reported total crashes and DVCs [or animal-vehicle crashes (AVCs) in Iowa], annual vehicle-miles-traveled, DVC or AVC fatalities and injuries, deer population estimates, and carcass removal data were primarily provided by these agencies for the time period from 1993 to 2003.  Some of these data are plotted and described directly in this report and others have been used to calculate the percentage of total crashes represented by DVCs/AVCs and a DVC/AVC crash rate.  The trends observed in these safety measures from 1993 to 2003 fro each of the five states and the overall region are presented.  The limitations and defining criteria for each dataset are also noted, as appropriate, in the figures and text.  This information is needed when interpreting the statewide and regional trend discussion, conclusions, and recommendations contained in this report.  This type of 11-year data trend summary is not completed by most states, and a detailed regional summary of this type of data has never been attempted in the past.  The data show that total reported crashes in the region were relatively stable between 1993 and 2003, but that the annual vehicle-miles-traveled steadily increased.  The annual number of DVCs/AVCs in the region has also increased as have their proportion of total crashes.  These trends have resulted in a regional DVC/AVC rate that has been relatively stable between 1993 and 2003.  Overall, the regional number of annual DVC/AVC fatalities and injuries has ranged from 12 to 45 and 3,888 to 5,324.  The regional deer population estimates show a cyclical pattern of increases and decreases several years long.  Regionally, the percentage of total crashes represented by DVCs/AVCs (when data from all fives states were available) ranged from 9.2 to 10.9%.  However, on average, approximately twice as many deer carcasses are removed from the roadside as DVCs/AVCs reported.
KW  - Animal vehicle collisions
KW  - Carcasses
KW  - Crashes
KW  - Data collection
KW  - Deer
KW  - Deer-vehicle collisions
KW  - Fatalities
KW  - Highway safety
KW  - Illinois
KW  - Injuries
KW  - Iowa
KW  - Michigan
KW  - Minnesota
KW  - Police reports
KW  - Roadside
KW  - Trend (Statistics)
KW  - Wisconsin
UR  - http://www.deercrash.com/10year/10YearFinal.pdf
UR  - http://www.deercrash.com/10year/regional.htm
UR  - https://trid.trb.org/view/790899
ER  - 

TY  - RPRT
AN  - 01033211
AU  - HDR Alaska, Incorporated
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
TI  - Synthesis of Practice for Rapid Wetland Assessment in Alaska
PY  - 2005/12//Final Report
SP  - 118p
AB  - The research team screened existing wetland assessment methods through a process that considered the essential features identified by the project advisory team.  Nine methods had the essential features and were examined more closely.  From these methods, the team sought approaches that use simple language, use models to assess functions, allow comparison among wetland types, consider social values as well as ecological functions, and employ concepts of the hydrogeomorphic approach to wetland assessment.  The research team found additional features that seemed particularly beneficial and recommended that these be part of Alaska Department of Transportation and Public Facilities' (ADOT&PF's) method: categorization of wetlands for management purposes, use of "red flags" to identify the highest value wetlands quickly, and use of intuitive and transparent systems for rating wetlands.
KW  - Alaska
KW  - Ecosystems
KW  - Environmental impact analysis
KW  - Environmental protection
KW  - Evaluation and assessment
KW  - Habitat (Ecology)
KW  - Hydrogeomorphic assessment (Wetlands)
KW  - Wetlands
UR  - https://trid.trb.org/view/789824
ER  - 

TY  - RPRT
AN  - 01032979
AU  - Maher, Ali
AU  - Gucunski, Nenad
AU  - Bennert, Thomas
AU  - Center for Advanced Infrastructure and Transportation
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Implementation of Mechanistic Pavement Design: Field and Laboratory Implementation
PY  - 2005/12//Final Report
SP  - 36p
AB  - One of the most important parameters needed for 2002 Mechanistic Pavement Design Guide is the dynamic modulus (E*). The dynamic modulus (E*) describes the relationship between stress and strain for a linear viscoelastic material. The E* is the prime material parameter used for calculating both rutting and fatigue cracking in hot mix asphalt. The parameter is traditionally measured in the laboratory under an axial compressive type testing condition. Under the recommendations of the 2002 Mechanistic Design Guide, this is the preferred method for reconstruction or new construction. However, if a rehabilitation is to be conducted, the 2002 Mechanistic Design Guide prefers the use of the Falling Weight Deflectometer (FWD) because of its capability of determining the E* parameter in-situ and in a non-destructive way. Unfortunately, this is not 100% true since most PMS procedures require that cores of the pavement be taken so accurate layer thickness’ can be determined for back-calculation purposes. If FWD testing is not available, then the 2002 Mechanistic Design Guide recommends using the laboratory testing of cores from the pavement. Research showed that shear modulus testing (G*) from the Superpave Shear Tester (SST) provides modulus values from readily attained cores. The 50 mm samples required by the SST can easily be cut from 6 in. diameter cores. However, as indicated, the G* values obtained can not be directly used in the 2002 Mechanistic Pavement Design Guide without using an assumed Poisson’s Ratio and elastic theory concepts that relate G* to E* (Dynamic Modulus). Intact cores can be taken and trimmed to provide dynamic modulus test specimens, as long as the asphalt pavement thickness is greater than 6 in. thick. A Master Stiffness Curve can then be developed using the E* data determined at various test temperatures and loading frequencies and shifted to the in-situ asphalt pavement temperature. In all test sections evaluated in the study, the FWD back-calculated asphalt modulus showed excellent correlation the corresponding Master Stiffness Curve, when it was assumed that the loading frequency of the FWD is 16.7 hertz. This illustrates that if field testing is not available, cores can be taken and tested using the dynamic modulus testing protocol to provide reasonable estimates of the asphalt modulus. And, although further validation is required, the generated Master Stiffness Curve should provide a reasonable estimate of the seasonal variation in asphalt modulus, which would require the FWD to test the identical location at least once every month of a full year.
KW  - Asphalt modulus
KW  - Asphalt pavements
KW  - Axial compression
KW  - Backcalculation
KW  - Cores (Specimens)
KW  - Cracking
KW  - Dynamic modulus of elasticity
KW  - Falling weight deflectometers
KW  - Field tests
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Master stiffness curve
KW  - Mechanistic design
KW  - Nondestructive tests
KW  - Pavement design
KW  - Rehabilitation (Maintenance)
KW  - Road construction
KW  - Rutting
KW  - Shear modulus
KW  - Strain (Mechanics)
KW  - Stresses
KW  - Superpave
KW  - Viscoelastic materials
UR  - http://cait.rutgers.edu/files/ELF-RU7072_0.pdf
UR  - http://ntl.bts.gov/lib/35000/35000/35058/ELF-RU7072_0.pdf
UR  - https://trid.trb.org/view/788481
ER  - 

TY  - RPRT
AN  - 01032946
AU  - Ekbote, Aditya
AU  - Li, Jing
AU  - Chen, Xuemin
AU  - Liu, Richard
AU  - University of Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Feasibility Study of Non-Contact, High-Speed Elastic Property Measurement of Pavements: Theoretical and Experimental Results
PY  - 2005/12//Technical Report
SP  - 46p
AB  - Currently, the elastic properties of pavements are measured using Falling Weight Deflectometer (FWD) and Rolling Dynamic Deflectometers (RDDs).  These devices use geosensors that need contact with pavement surface when measurements are made.  In this project, a laser system has been developed to replace the geosensors in pavement deflection measurement.  A Ground Penetrating Radar (GPR) system was also developed for the measurement of elastic properties of asphalt pavement.  Several experiments and field tests have been conducted using the developed laser system and the GPR system.  Lab tests performed using the Frequency Modulated Continuous Wave (FMCW) GPR and the Pulse GPR indicated a close correlation between the dielectric constant of asphalt and its density.  The Pulse GPR was then used to estimate pavement deflection for a 0.3 mi pavement section, and the results were compared with the FWD results.  The pavement deflections estimated using the GPR, and those measured using the FWD were found to be within an acceptable range of error.
KW  - Asphalt pavements
KW  - Deflection
KW  - Dielectric properties
KW  - Elasticity (Mechanics)
KW  - Falling weight deflectometers
KW  - Feasibility analysis
KW  - Field tests
KW  - Frequency modulation
KW  - Ground penetrating radar
KW  - Laboratory tests
KW  - Measurement
KW  - Pavements
KW  - Rolling dynamic deflectometer
UR  - http://tti.tamu.edu/documents/0-4827-1.pdf
UR  - https://trid.trb.org/view/788252
ER  - 

TY  - RPRT
AN  - 01032933
AU  - Ekbote, Aditya
AU  - Xing, Huichun
AU  - Li, Jing
AU  - Chen, Xuemin
AU  - Liu, Richard
AU  - University of Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Feasibility Study of Non-Contact, High-Speed Elastic Property Measurement of Pavements
PY  - 2005/12//Technical Report
SP  - 62p
AB  - Elastic properties of asphalt pavements are extensively used for pavement evaluation and maintenance scheduling.  Presently, methods such as Falling Weight Deflectometer (FWD), Plate Load Tests and Rolling Dynamic Deflectometer (RDD) are used by the Department of Transportation for these measurements.  These methods have a very slow rate of data production because they are contact measurement systems. In this project, a laser system and a Ground Penetrating Radar (GPR) system were developed for measurement of the elastic properties of asphalt pavement.  Several experiments and field tests were conducted at highway speeds using the GPR to find the correlation between the electrical properties and elastic properties of asphalt pavements.  Lab tests performed using the Frequency Modulated Continuous Wave (FMCW) GPR and the Pulse GPR indicated a close correlation between the dielectric constant of asphalt and its density.  The Pulse GPR was then used to estimate pavement deflection for a 0.3 mi pavement section and the results were compared with the FWD results.  The pavement deflections estimated using the GPR and those measured using the FWD were found to be within an acceptable range of error.
KW  - Asphalt pavements
KW  - Deflection
KW  - Density
KW  - Dielectric properties
KW  - Elasticity (Mechanics)
KW  - Electrical properties
KW  - Falling weight deflectometers
KW  - Frequency modulation
KW  - Ground penetrating radar
KW  - Laboratory tests
KW  - Measurement
KW  - Pavement maintenance
KW  - Plate bearing test
KW  - Rolling dynamic deflectometer
UR  - https://trid.trb.org/view/788253
ER  - 

TY  - RPRT
AN  - 01031593
AU  - Zaghloul, Sameh
AU  - Gucunski, Nenad
AU  - Jackson, Hudson
AU  - Marukic, Ivana
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Falling Weight Deflectometer vs Laboratory Determined Resilient Modulus (Slab Curling Study)
PY  - 2005/12//Final Report
SP  - 19p
AB  - Stantec Consulting completed Falling Weight Deflectometer (FWD) testing on three portland cement concrete (PCC) slabs built at East Brunswick location. Two sets of FWD testing were performed, one on August 5, 2005 and the second on October 28, 2005.  Dynatest Model 8002-231 series FWD was used for deflection testing. Deflection tests were performed on three constructed slabs along three paths (right wheel path, edge and slab center line) using three load levels, 9000, 12000 and 14000 lbs. The pavement deflections measured with the FWD were used to determine the structural properties of the pavement layer and subgrade soil through the backcalculation. The backcalculation analysis was performed according to 1993 American Association of State Highway and Transportation Officials (AASHTO) Design Guide to calculate the in-situ pavement structural capacity and subgrade modulus. The pavement PCC thickness varied slightly from 11 in. to 11.5 in.; therefore a thickness of 11.5 in. was used in the backcalculation analysis. A 4 in. base and 4 in. subbase thickness were assumed for the backcalculation analysis.
KW  - AASHTO Design Guide
KW  - American Association of State Highway and Transportation Officials
KW  - Backcalculation
KW  - Curling (Pavements)
KW  - Deflection tests
KW  - East Brunswick (New Jersey)
KW  - Falling weight deflectometers
KW  - Modulus of resilience
KW  - Nondestructive tests
KW  - Pavement layers
KW  - Portland cement concrete
KW  - Slabs
KW  - Subbase (Pavements)
KW  - Subgrade (Pavements)
KW  - Thickness
UR  - http://cait.rutgers.edu/files/FWD-RU6701.pdf
UR  - https://trid.trb.org/view/787578
ER  - 

TY  - RPRT
AN  - 01031582
AU  - Williams, Trefor P
AU  - Jafari, Mohsen
AU  - Valian, Haleh
AU  - Center for Advanced Infrastructure and Transportation
AU  - Army Corps of Engineers
AU  - Federal Highway Administration
TI  - Analysis of Decision Support System for Dredging Operations Management
PY  - 2005/12//Final Report
SP  - 15p
AB  - This research developed an improved method for optimizing the disposal of dredged material at offshore disposal sites. A nonlinear programming model has been developed to assist in the development of dredging plans at open water disposal sites. The model has been developed based on conditions at the near-shore open water disposal site near the mouth of the Columbia River. The optimization model considers available capacity of cells within the disposal area to produce a dredging plan that minimizes mounding within the site. Ultimately, the optimal dumping plans will be loaded in the MDFATE computer program to simulate various stages of the dredging disposal cycle. Initial testing of the optimization model indicates that it produces reasonable dumping plans.
KW  - Columbia River
KW  - Decision support systems
KW  - Dredged materials
KW  - Dredging
KW  - MFDATE (Computer program)
KW  - Nonlinear programming
KW  - Offshore disposal sites
KW  - Open water
KW  - Planning
KW  - Sediments
KW  - Simulation
KW  - Testing
UR  - http://cait.rutgers.edu/files/Army-RU9187.pdf
UR  - http://ntl.bts.gov/lib/35000/35000/35053/Army-RU9187.pdf
UR  - https://trid.trb.org/view/787577
ER  - 

TY  - RPRT
AN  - 01031577
AU  - Boile, Maria
AU  - Carnegie, Jon A
AU  - Golias, Michail
AU  - Greller, James
AU  - Riale, Chris
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Redesign of Holland Tunnel Entrance and Exit Consolidation Study Tier II Screening and Feasibility Assessment
PY  - 2005/12//Final Report
SP  - 52p
AB  - The entrance and exit to the Holland Tunnel was designed in the 1920’s, at a time when traffic volumes were a fraction of what they are today. In addition, since the 1980’s, Jersey City rail yards and warehouses have been transformed into a modern urban environment of high-rise upscale buildings. Currently, traffic using the tunnel connects to and from the New Jersey Turnpike extension and Route 139 at-grade via the local street network through a series of signalized intersections. Local traffic mixes with tunnel traffic and vehicles bound for the Jersey City waterfront. As the volume of traffic using the tunnel and traveling to the waterfront has grown over the years, the character of 12th and 14th Streets has changed significantly. Both streets accommodate multiple lanes of one-way traffic that is out of scale with surrounding Jersey City neighborhoods. Traffic along 12th and 14th frequently queues for long distances disrupting the flow of local north-south traffic.
KW  - Feasibility analysis
KW  - Holland Tunnel
KW  - New Jersey
KW  - New Jersey Turnpike
KW  - Redesign
KW  - Signalized intersections
KW  - Traffic volume
KW  - Tunnel entrances
KW  - Tunnel exits
KW  - Tunnel traffic
KW  - Tunnels
KW  - Waterfronts
UR  - http://cait.rutgers.edu/files/Holland-RU4474.pdf
UR  - https://trid.trb.org/view/787540
ER  - 

TY  - RPRT
AN  - 01029918
AU  - Wainwright, W Scott
AU  - Federal Highway Administration
TI  - Synthesis of Non-MUTCD Traffic Signing
PY  - 2005/12
SP  - 148p
AB  - States and local jurisdictions develop and use traffic signs that are not in the Manual on Uniform Traffic Control Devices (MUTCD).  Because of the lack of a national standard design, variations develop among the States and local agencies in the legend, layout, shape, and even the color of these signs.  The purpose of this synthesis was to:  (1) collect information on special (non-MUTCD) sign legends, designs, and symbols used by the State departments of transportation (DOTs), including the District of Columbia and Puerto Rico, and by selected large cities and counties; (2) identify commonalities, such as what special conditions are the most common reasons for developing a special sign and what design elements have been most commonly used to communicate the message; and (3) determine the most likely candidate sign legends and symbols for potential future addition to the MUTCD and make recommendations for standardized sign designs to be used for the given conditions.  The collected information reveals that a considerable number and variety of non-MUTCD signs are in routine use by State and local highway agencies in the U.S.  The exhibits included in this synthesis report display all of the sign information collected from the various sources.
KW  - Color
KW  - Counties
KW  - Large cities
KW  - Local government
KW  - Manual on Uniform Traffic Control Devices
KW  - Recommendations
KW  - Shape
KW  - Sign design
KW  - Sign legends
KW  - Standardization
KW  - State departments of transportation
KW  - Surveys
KW  - Symbols
KW  - Traffic signs
UR  - http://tcd.tamu.edu/documents/rwstc/Signs_Synthesis-Final_Dec2005.pdf
UR  - https://trid.trb.org/view/786689
ER  - 

TY  - RPRT
AN  - 01029085
AU  - Jeng, One-Jang
AU  - New Jersey Institute of Technology, Newark
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Human Factors Evaluation of Design Ideas for Prevention of Vehicle Entrapment on Railroad Tracks Due to Improper Left Turns
PY  - 2005/12//Final Report
SP  - 36p
AB  - The purpose of this project was to investigate the problem of vehicle entrapment at grade crossings due to attempts of making left turns to roadways which are parallel to the railroad.  This project investigated selected highway-rail grade crossings on NJ Transit's lines in New Jersey.  Possible design ideas for solving such vehicle entrapment problems were examined using human subjects in the lab and observations in the field.  The projects involved data analyses of accident records, development of an in-lab experiment for studying effect of design solutions to the performance of driver's roadway vs. railroad judgment, conducting the experiment, data analyses of the experiment, recommendations to the field validation study, selection of field study sites, conducting the field study using video cameras, data analyses for the field study, and recommendations to conclude the project.  Results from the laboratory experiment suggest that confusion of the drivers attempting to make left turns at railroad crossings can be reduced by delineating the track crossing limits, including pavement and center line marking and coloring the road-rail track intersection area with reflective painting.  A field study was conducted to validate design ideas suggested in the laboratory experiment.  Three railroad crossings were selected at Hackensack, New Jersey for the field study.  Video recordings were taken before and after the treatments were applied.  Results of the field study showed that the grade crossing being treated with both grade crossing area painting and pavement marking showed significantly safer vehicular movements in terms of reduction of unsafe left turn and reduction of stop on track cases.  Although it showed some reduction of unsafe driving behaviors, no statistical difference was found between pre-treatment and post-treatment conditions for the railroad crossing which was only treated with grade crossing area painting.  Similarly, no significant reduction of unsafe driving behaviors was observed at the grade crossing where the recommended pavement marking was applied.  Based on the current project, continuing the two treatments showed the best results of minimizing potentially unsafe left turns at railroad crossings where roadways run parallel rail tracks.
KW  - Before and after studies
KW  - Field studies
KW  - High risk drivers
KW  - Human factors in crashes
KW  - Laboratory studies
KW  - Left turns
KW  - New Jersey
KW  - Railroad grade crossing area painting
KW  - Railroad grade crossings
KW  - Reflectorized paint
KW  - Road markings
KW  - Traffic safety
KW  - Vehicle entrapment
KW  - Videotapes
UR  - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2005-019.pdf
UR  - https://trid.trb.org/view/786329
ER  - 

TY  - RPRT
AN  - 01029079
AU  - Daniel, Janice
AU  - Chien, Steven
AU  - Liu, Rachel
AU  - New Jersey Institute of Technology, Newark
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Effectiveness of Certain Design Solutions on Reducing Vehicle Speeds
PY  - 2005/12//Final Report
SP  - 131p
AB  - One of the initiatives of the U.S. Department of Transportation is to increase the use of bicycling and to accommodate bicycle and pedestrian needs in designing transportation facilities for urban and suburban areas.  The congressionally mandated National Bicycling and Walking Study also has set goals to:  (1) double the percentage of all trips made by bicycling or walking, and (2) reduce the current number of bicycling and walking injuries and fatalities by 10%.  One approach to enhancing the safety of bicyclists and pedestrians is to ensure safe vehicular speeds on residential and commercial roadways through the use of traffic calming measures.  Traffic calming is defined by the Institute of Traffic Engineers as "the combination of mainly physical measures that reduce the negative effects of motor vehicle use, alter driver behavior and improve conditions for non-motorized street users" (Lockwood, 1997).  The objective of traffic calming is to reduce the speed and volume of traffic to acceptable levels and to thereby increase the safety of the roadway (Ewing, 1999).  The focus of this research is to explore various design solutions that will reduce vehicle speeds, especially in business and residential areas.  The intent of the research is to provide a preliminary investigation to identify design solutions and locations where these solutions would be appropriate so that a later field implementation and evaluation of speed-reduction treatments can be conducted.
KW  - Bicycle safety
KW  - Bicycling
KW  - Business districts
KW  - Pedestrian safety
KW  - Residential areas
KW  - Speed control
KW  - Traffic calming
KW  - Traffic control
KW  - Walking
UR  - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2005-007.pdf
UR  - https://trid.trb.org/view/786325
ER  - 

TY  - RPRT
AN  - 01029076
AU  - Prapaitrakul, Nikornpon
AU  - Freeman, Tom
AU  - Glover, Charles J
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Analyze Existing Fog Seal Asphalts and Additives: Literature Review
PY  - 2005/12//Technical Report
SP  - 22p
AB  - Fog and rejuvenating seals have the potential to reduce and reverse the aging of asphalt pavements, reduce cracking and raveling, and provide a better, longer-lasting pavement.  The purpose of a fog seal is to coat, protect, and/or rejuvenate the existing asphalt pavement.  Also, a fog seal can be used to decrease the permeability to water and air.  To the extent such permeability reductions occur, a pavement's waterproofing will be improved and aging susceptibility due to binder oxidation will be reduced.  Fog seal emulsions must penetrate into the voids in the pavement in order to seal off the surface.  A slow setting emulsion diluted in water turns out to be a suitable fog seal material in this case.  An emulsion that is too thick may not properly penetrate into the surface voids and will leave behind an excess amount of asphalt on the surface after the emulsion breaks, causing a slippery surface.  Rejuvenating emulsions contain oils that reduce the viscosity of an existing asphalt, thereby reducing the cohesive failure of the asphalt as the flexibility of binder is improved.  In addition, rejuvenating oils can penetrate to fill voids in the pavement and minimize further binder oxidation since the rate of asphalt oxidation is highly dependent on the voids in the total mixture (VTM).  An effective rejuvenator must penetrate into the pavement surface in order to be absorbed by the age-hardened asphalt, but also to avoid causing a binder-slick surface, especially in wet weather.  This report summarizes literature reports on fog seal and rejuvenator practices and research.
KW  - Aging (Materials)
KW  - Air voids
KW  - Asphalt emulsions
KW  - Asphalt pavements
KW  - Fog seals
KW  - Literature reviews
KW  - Oils
KW  - Oxidation
KW  - Permeability
KW  - Rejuvenating agents
KW  - Viscosity
KW  - Waterproofing
UR  - http://tti.tamu.edu/documents/0-5091-1.pdf
UR  - https://trid.trb.org/view/784534
ER  - 

TY  - RPRT
AN  - 01029050
AU  - Hopwood, Theodore
AU  - Palle, Sudhir
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Disposal of Bridge Paint Residue
PY  - 2005/12//Final Report
SP  - 65p
AB  - Paint residue generated by bridge maintenance painting commonly contains lead requiring the residue to be disposed of as a hazardous waste.  Several alternatives are being investigated in this study, chemical stabilization and recycling as options for the Kentucky Transportation Cabinet (KYTC) to consider in addressing the waste stream generated by bridge maintenance painting operations.  In the initial portion of this study, four chemical stabilization materials were identified as candidates for experimental/demonstration projects entailing maintenance painting.  A recycling option was also provided.  An experimental bridge painting project was led by KYTC to investigate the use of two chemical stabilizers and the recycling option.  The results of that effort are discussed including chemical analyses, progress of work, and resulting costs. Recommendations are provided for additional testing of chemical stabilizers.
KW  - Bridges
KW  - Chemical stabilization
KW  - Costs
KW  - Hazardous wastes
KW  - Lead based paint
KW  - Maintenance
KW  - Painting
KW  - Recommendations
KW  - Recycling
KW  - Waste disposal
KW  - Waste products
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_05_40_SPR_292_05_1F.pdf
UR  - https://trid.trb.org/view/784345
ER  - 

TY  - RPRT
AN  - 01026418
AU  - Federal Highway Administration
TI  - Developing and Implementing Transportation Management Plans for Work Zones
PY  - 2005/12
SP  - 131p
AB  - To help transportation agencies understand and implement the provisions of the Work Zone Safety and Mobility Rule (23 CFR 630 Subpart J), the Federal Highway Administration has developed guidance documents.  This Guide is one of those documents.  A Transportation Management Plan (TMP) for work zones lays out a set of coordinated transportation management strategies and describes how they will be used to manage the work zone impacts of a road project  The scope, content, and level of detail of a TMP may vary based on the agency's work zone policy and the anticipated work zone impacts of the project.  Section 1 of this Guide goes into more detail about the definition of a TMP; provides an overview of why developing, implementing, and assessing TMPs is important; describes the purpose of the Guide; and expands on the intended audience for the Guide.  Section 1 also describes how TMPs fit into the updated Rule.  Section 2 describes how and where a TMP fits into project-level processes and procedures.  It provides guidance and tips to support the development and use of TMPs and offers examples of related practices currently in use by various transportation agencies.  This section includes a general TMP development process diagram that may be used as a starting point for agencies to consider in developing TMP procedures and TMPs for specific projects.  Section 3 contains a list of the components that could be considered for inclusion in TMPs.  The components discussed include elements of the TMP document itself, as well as elements for implementation and evaluation of the TMP.  For each component, the Guide includes a definition and a description of some of the key items and issues to consider.  This section is supported by Appendix A, which contains a TMP component checklist.  Section 4 describes various work zone management strategies.  The strategies are grouped into categories representing the three main TMP areas:  temporary traffic control, public information, and transportation operations.  This section provides brief definitions for the strategies and is supported by Appendix B, which contains information to help agencies determine when to consider the strategies, pros/cons, and whether the strategies are likely to improve mobility and/or safety.  The Guide closes with Section 5, which provides a number of examples and practices describing how agencies are currently using TMPs.  This section contains a table listing resource information and web links to some examples of TMPs, TMP-related policies and procedures, and other TMP practices.
KW  - Guidelines
KW  - Highway operations
KW  - Implementation
KW  - Mobility
KW  - Policy
KW  - Procedures
KW  - Public information programs
KW  - State of the practice
KW  - Strategic planning
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.ops.fhwa.dot.gov/wz/resources/publications/trans_mgmt_plans/index.htm
UR  - https://trid.trb.org/view/783488
ER  - 

TY  - RPRT
AN  - 01026310
AU  - Public Technology Institute
AU  - Federal Highway Administration
TI  - Show Me the Money: A Decision-Maker’s Funding Compendium for Transportation Systems Management and Operations
PY  - 2005/12
SP  - 56p
AB  - State and local government transportation professionals and decision-makers represented by the associations that serve as members of the National Transportation Operations Coalition (NTOC) proposed the development of this publication to increase the awareness of the funding options that support transportation operations among state, local and regional decision-makers. The compendium includes an overview of existing transportation and non-transportation federal funding sources and provides real-world examples of innovative funding strategies states and local governments have used to fund transportation operations projects.  Both highway and transit modes of travel are represented in the document.
KW  - Decision making
KW  - Federal aid
KW  - Federal government
KW  - Financing
KW  - Government funding
KW  - Highways
KW  - Innovation
KW  - Local government
KW  - Operations
KW  - Public transit
KW  - Regions
KW  - States
KW  - Strategic planning
KW  - Transportation operations
KW  - Transportation planning
KW  - Transportation system management
UR  - http://permanent.access.gpo.gov/gpo10558/Trans_Funding_PTI_FHWA_2006.pdf
UR  - https://trid.trb.org/view/782884
ER  - 

TY  - RPRT
AN  - 01025857
AU  - Vipulanandan, C
AU  - Cho, S
AU  - Wang, S
AU  - University of Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Use of Foundry Sands in Transportation Applications
PY  - 2005/12//Final Report
SP  - 205p
AB  - The primary objective of this project was to verify the availability and suitability of Texas-generated foundry sand for the Texas Department of Transportation (TxDOT) and to develop specifications for use of these sands in TxDOT construction and maintenance applications.  Extensive literature review was undertaken to collect information on the potential foundry sand applications, case studies on foundry sand use, engineering and environmental properties of foundry sand, relevant regulations and specifications.  The information was synthesized to determine the two potential applications for foundry sand in Texas.  From the Texas foundry survey it was determined that over 93,000 tons of foundry sand are produced in Texas of which over 60,000 tons are available for TxDOT projects in 13 Districts.  There are over 3.3 million tons of foundry sand in stock piles in Texas.  A total of ten foundry sands were randomly collected from around the State of Texas for the laboratory study.  The specific gravity of the Texas foundry sands varied from 2.4 to 2.68.  The moisture content of the foundry sands varied from 0 to 5.5%.  Particle size of all the Texas foundry sand tested was finer than that of ASTM C-33 sand.  The pH of the foundry sand varied from 7 to 10.2.  Few foundry sands were tested using the EPA (including the TCLP) and TNRCC (presently known as TCEQ) leaching tests.  The engineering and environmental properties of the Texas foundry sands were within the range of values reported in the literature.  Material specification for foundry sand and a MSDS sheet have been developed.  Based on the TxDOT needs and the properties of the foundry sands, their potential use in flowable fill and cemented sand was investigated.  Design approaches for flowable fill and cemented sand mixes have been developed by varying the foundry sand-to-cement ratio and water-to-cement ratio.  More than two hundred laboratory and field specimens were tested for a period of over one year.  Laboratory and field test results indicated that the foundry sand can be used in flowable fill and cemented sand applications.  Foundry sand selected for use should satisfy the DMS-11000 guidelines for Nonhazardous Recyclable Material (NRM).
KW  - Cemented sand
KW  - Field tests
KW  - Flowable fill
KW  - Foundry sand
KW  - Grain size (Geology)
KW  - Guidelines
KW  - Highway maintenance
KW  - Laboratory tests
KW  - Leaching
KW  - Literature reviews
KW  - Moisture content
KW  - pH value
KW  - Recycled materials
KW  - Road construction
KW  - Sand-to-cement ratio
KW  - Specific gravity
KW  - Specifications
KW  - Texas
KW  - Water cement ratio
UR  - https://trid.trb.org/view/782631
ER  - 

TY  - RPRT
AN  - 01025743
AU  - Ceylan, Halil
AU  - Turner, Dennis J
AU  - Rasmussen, Robert Otto
AU  - Chang, George K
AU  - Grove, James
AU  - Kim, Sunghwan
AU  - Reddy, Chintakunta Satish
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
TI  - Impact of Curling, Warping, and Other Early-Age Behavior on Concrete Pavement Smoothness: Early, Frequent, and Detailed (EFD) Study
PY  - 2005/12//Phase I Final Report
SP  - 100p
AB  - This report summarizes the activities in Phase I of "Assessing the Impact to Concrete Pavement Smoothness from Curling, Warping, and other Early-Age Behavior:  Early, Frequent, and Detailed (Project 16)."  The purpose of this project is to obtain detailed information about factors affecting pavement smoothness during the critical time immediately following construction by conducting a controlled field evaluation of three concrete pavement construction projects.  In Phase I, both field and laboratory testing of the materials and construction process were conducted.  Extensive pavement profiling was also performed during strategic times after placement.  As a whole, the data collection effort undertaken by the project team was a success.  The result of this project is a large amount of quality data on the early-age effects of curling and warping on pavement smoothness.  By using the data from this research and by using the mathematical models being developed as part of current Federal Highway Administration studies and elsewhere, a better understanding will be gained of the complex relationship between concrete pavement smoothness and concrete pavement curling, warping, and other early-age behavior.
KW  - Concrete pavements
KW  - Curling (Pavements)
KW  - Data collection
KW  - Early-age behavior (Pavements)
KW  - Field tests
KW  - Laboratory tests
KW  - Mathematical models
KW  - Pavement profile
KW  - Smoothness
KW  - Warping
UR  - http://www.ctre.iastate.edu/reports/curling_warping.pdf
UR  - https://trid.trb.org/view/782968
ER  - 

TY  - RPRT
AN  - 01025529
AU  - Greager, Brann
AU  - Werle, Brian
AU  - Krogman, Jim
AU  - Erker, Matt
AU  - Carter & Burgess, Incorporated
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Quantm Software
PY  - 2005/12//Final Report
SP  - 100p
AB  - The Colorado Department of Transportation (CDOT), Department of Transportation Development (DTD) conducted a study to evaluate the usefulness of the Quantm system for planning transportation improvements in Colorado.  The Quantm system includes proprietary route optimization software that can be used to develop and screen transportation improvement alternatives.  For this study, the project team performed the evaluation by applying the system to data from an on-going CDOT Environmental Impact Study (EIS) project in the Denver Metropolitan Area.  It is important to note that the sole purpose for this study is to evaluate the usefulness of the Quantm software for CDOT, and not to influence or affect the case study project in any way.  The study team investigated the use of Quantm both with data commonly available prior to the commencement of the EIS process and with data that were developed as a result of the EIS process.  A cost/benefit analysis was also performed.  The results of the study found that Quantm can provide significant benefits to CDOT projects that have at least one of the following characteristics:  1) an opportunity to optimize cut/fill to save construction costs, or 2) an opportunity to develop new alignments that do not strictly follow an existing route.  Additional indicators for projects that might benefit from using the Quantm system are included in the results.  The study found that when construction cost savings are taken into account, the financial benefits of Quantm have the potential to far outweigh the costs of using the system.  The study outlined the major data sets that are needed for a successful Quantm implementation, and concluded that Pre-NEPA data are sufficient to begin using the system on a project.
KW  - Alternatives analysis
KW  - Benefit cost analysis
KW  - Colorado
KW  - Denver Metropolitan Area
KW  - Environmental impact analysis
KW  - Highway alignment
KW  - Improvements
KW  - Optimization
KW  - Quantm (Software)
KW  - Sets
KW  - Transportation planning
UR  - http://www.dot.state.co.us/Publications/PDFFiles/Quantm.pdf
UR  - https://trid.trb.org/view/782731
ER  - 

TY  - RPRT
AN  - 01025396
AU  - Williams, Vicki H
AU  - Gibbons, Ronald B
AU  - Hankey, Jonathan M
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume XIV: Phase III—Study 2: Comparison of Near Infrared, Far Infrared, and Halogen Headlamps on Object Detection in Nighttime Rain
PY  - 2005/12//Final Report
SP  - 82p
AB  - Enhanced Night Visibility Series Phase III, Study 2 (rainy weather) was performed following the same procedures used for Phase III, Study 1 (clear weather).  Study 2 served to expand the knowledge of how current vision enhancement systems can affect detection and recognition of different types of objects while driving during adverse weather, specifically during rainy conditions.  The empirical testing for this study was performed on the Virginia Smart Road; the rain was controlled by weather-making equipment.  Fifteen participants were involved in the study.  A 4 by 8 by 3 mixed factorial design was used to investigate the effects of different types of vision enhancement systems, different types of objects on the roadway, and driver's age on detection and recognition distances; subjective evaluations also were obtained for the different vision enhancement systems.  The results of the empirical testing suggest that well-designed infrared (IR) systems are consistently associated with often significantly longer detection distances for most types of pedestrian objects during rainy conditions.  In particular, the use of the near IR (NIR) systems resulted in earlier detection of nearly all tested pedestrian types than did the use of either far IR (FIR) or baseline halogen (HLB) systems.  The exception to this finding is the case in which the pedestrian is on the right side of a right [1,250-m (4,101-ft) radius] curve.  In this case, the NIR system was associated with similar or shorter (though not significantly so) detection distances than the FIR and HLB systems.  Drivers in this study detected the nonpedestrian object (tire tread) at similar distances regardless of the headlamp system in use (NIR, FIR, or HLB).  This indicates that there is no significant loss in detection distance for small, low-contrast objects (such as tire treads) among the types of headlamps tested in this study.  All of these findings appear to be applicable regardless of driver age.  Subjective comments by the drivers in this study tend to be consistent with the objective results discussed above.
KW  - Age
KW  - Detection distance
KW  - Drivers
KW  - Far infrared
KW  - Halogen lamps
KW  - Highway curves
KW  - Human subject testing
KW  - Near infrared
KW  - Night visibility
KW  - Pedestrians
KW  - Rain
KW  - Recognition distance
KW  - Subjective analysis
KW  - Tire treads
KW  - Virginia Smart Road
KW  - Vision enhancement systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04145/04145.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04145/index.cfm
UR  - https://trid.trb.org/view/782630
ER  - 

TY  - RPRT
AN  - 01025395
AU  - Gibbons, Ronald B
AU  - Moulton, Clay
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume XVII: Phases II and III—Characterization of Experimental Vision Enhancement Systems
PY  - 2005/12//Final Report
SP  - 75p
AB  - This report is a summary of the photometric characterization of the headlamps that were included in the vision enhancement systems used for the Enhanced Night Visibility project.  Each of the visible light and ultraviolet sources used for the visibility studies have been photometrically characterized and documented in this report.  The report also contains a discussion of the headlamp aiming method.
KW  - Halogen lamps
KW  - Headlamp aim
KW  - Headlamps
KW  - High intensity discharge headlamps
KW  - Night visibility
KW  - Photometry
KW  - Ultraviolet light
KW  - Vision enhancement systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04148/04148.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04148/index.cfm
UR  - https://trid.trb.org/view/782632
ER  - 

TY  - RPRT
AN  - 01025394
AU  - Hankey, Jonathan M
AU  - McLaughlin, Shane B
AU  - Gibbons, Ronald B
AU  - Williams, Vicki H
AU  - Clark, Jason
AU  - Dingus, Thomas A
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume XVIII: Overview of Phase III
PY  - 2005/12//Final Report
SP  - 27p
AB  - This volume provides an overview of the three studies that compose Phase III of the Enhanced Night Visibility project.  The first study compared two prototype near infrared (NIR) vision enhancement systems (VESs), an infrared thermal imaging system (IR-TIS), and three headlamp-only systems in terms of drivers' nighttime detection and recognition of 17 objects.  The objects included pedestrians on both sides of straight and curved sections of the road, roadway signs, and obstacles.  A subset of the VESs and objects also were tested in rain conditions.  The results indicated that both NIR and IR-TIS, if correctly implemented, provided additional detection benefit over headlamps alone for pedestrians in clear conditions.  In rain conditions, the NIR also benefited object detection.  A disability and discomfort glare study was also conducted with four high intensity discharge lamps and one halogen low-beam lamp.  The results indicated that maximum illumination was the best predictor of driver discomfort and disability.
KW  - Detection distance
KW  - Disability glare
KW  - Discomfort glare
KW  - Halogen lamps
KW  - High intensity discharge headlamps
KW  - Infrared imaging
KW  - Near infrared
KW  - Night visibility
KW  - Pedestrians
KW  - Rain
KW  - Recognition distance
KW  - Traffic signs
KW  - Vision enhancement systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/04149/
UR  - https://trid.trb.org/view/782633
ER  - 

TY  - RPRT
AN  - 01025393
AU  - McLaughlin, Shane B
AU  - Hankey, Jonathan M
AU  - Dingus, Thomas A
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume XIII: Phase III—Study 1: Comparison of Near Infrared, Far Infrared, High Intensity Discharge, and Halogen Headlamps on Object Detection in Nighttime Clear Weather
PY  - 2005/12//Final Report
SP  - 164p
AB  - Phase III—Study 1 was performed to further explore findings on far infrared (FIR) systems from Phase II, to investigate near infrared (NIR) and high intensity discharge (HID) technologies, and to investigate detection and recognition of retroreflective infrastructure components.  The empirical testing for this study was performed at the Virginia Smart Road testing facility during clear weather conditions.  A total of 18 participants were involved in the study.  A 6 by 3 by 17 mixed-factorial design was used to investigate the effects of 6 different types of vision enhancement systems, 3 age groups, and 17 object presentations on detection and recognition distances; subjective evaluations were obtained for the different systems as well.  The results of the empirical testing suggest that infrared (IR) systems, when designed correctly, can provide pedestrian detection benefit in clear weather, particularly for pedestrians in dark clothing and veiled in the glare of oncoming headlamps.  A wider field of view display appears to facilitate detection in curves of 1,250-m radius.  Retroreflective objects may be detected earlier in an NIR display, but require direct visual observation to recognize the object or read signage.  HID systems did not provide detection benefit over the baseline halogen headlamps tested.
KW  - Clothing
KW  - Detection distance
KW  - Far infrared
KW  - Glare
KW  - Halogen lamps
KW  - High intensity discharge headlamps
KW  - Highway curves
KW  - Human subject testing
KW  - Near infrared
KW  - Night visibility
KW  - Pedestrians
KW  - Recognition distance
KW  - Retroreflective materials
KW  - Subjective analysis
KW  - Virginia Smart Road
KW  - Vision enhancement systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04144/04144.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04144/index.cfm
UR  - https://trid.trb.org/view/782628
ER  - 

TY  - RPRT
AN  - 01025392
AU  - Edwards, Christopher J
AU  - Binder, Stephanie
AU  - Dingus, Thomas A
AU  - Gibbons, Ronald B
AU  - Hankey, Jonathan M
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume VIII: Phase II—Study 6: Detection of Pavement Markings During Nighttime Driving in Clear Weather
PY  - 2005/12//Final Report
SP  - 85p
AB  - Phase II—Study 6 was part of the Enhanced Night Visibility project, a larger research effort investigating drivers' visual performance during nighttime driving.  Study 6 evaluated the possibility of improving the detection distances of pavement markings through the use of fluorescent materials, combined with augmentation of vehicle headlamps with ultraviolet (UV)-A sources.  Three different pavement marking materials and 11 headlamp configurations [vision enhancement systems (VESs)] were evaluated.  The VESs studied included halogen low beam (HLB), high intensity discharge (HID), halogen high beam (HHB), and high output halogen (HOH) sources.  Both the HLB and HID configurations were used in the systems augmented with UV-A sources.  The pavement marking materials included fluorescent paint, fluorescent thermoplastic, and a two-component liquid system.  Thirty participants from three age groups (young, middle-aged, and older) participated in the study.  The results indicated that all of the VESs provided adequate minimal visibility distances for all of the pavement markings at the 40-km/h (25-mi/h) speed driven and that the supplemental UV-A did not improve the detection distances obtained with either the HID or the HLB headlamps.  The liquid system and thermoplastic pavement markings outperformed the fluorescent paint.  The report discusses the results and implications for both headlamp type and the pavement marking materials.
KW  - Age groups
KW  - Drivers
KW  - Fluorescence
KW  - Halogen lamps
KW  - Headlamps
KW  - High intensity discharge headlamps
KW  - Human subject testing
KW  - Night visibility
KW  - Road markings
KW  - Thermoplastic resins
KW  - Traffic paint
KW  - Ultraviolet light
KW  - Visibility distance
KW  - Vision enhancement systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04139/04139.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04139/index.cfm
UR  - https://trid.trb.org/view/782622
ER  - 

TY  - RPRT
AN  - 01025391
AU  - Hankey, Jonathan M
AU  - Blanco, Myra
AU  - Gibbons, Ronald B
AU  - McLaughlin, Shane B
AU  - Dingus, Thomas A
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume I: Executive Summary
PY  - 2005/12//Final Report
SP  - 27p
AB  - This volume, an executive summary of the Enhanced Night Visibility project, is the first of 18 volumes that report on the project's evaluation of the merit of implementing supplemental ultraviolet headlamps, supplemental infrared systems, and other vision enhancement systems (VESs) to enhance drivers' nighttime roadway safety.  The entire project evaluated 18 VESs in terms of their ability to provide object detection and recognition.  Objects included scenarios with pedestrians standing or walking in different locations on the roadway.  Pedestrians were dressed in black, white, or blue clothing to produce varying levels of contrast with their surroundings.  Detection and recognition testing took place in clear weather, rain, snow, and fog conditions.  Project research also evaluated a subset of the VESs for their effect on drivers' disability and discomfort glare.  The VESs were also tested for their value in facilitating drivers' detection of pavement markings and other traffic control devices.  The results indicated that supplemental ultraviolet headlamps do not provide sufficient benefit to justify further testing; however, supplemental infrared vision enhancement systems do offer an improvement over headlamps alone for detection of pedestrians.  Near infrared (NIR) systems have the potential to provide an added benefit in detecting pedestrians in inclement weather, but the implementation of NIR technology is the key to achieving this benefit.
KW  - Clothing
KW  - Color
KW  - Contrast
KW  - Fog
KW  - Glare
KW  - Headlamps
KW  - Human subject testing
KW  - Infrared imagery
KW  - Near infrared systems
KW  - Night visibility
KW  - Pedestrians
KW  - Rain
KW  - Road markings
KW  - Snow
KW  - Traffic control devices
KW  - Ultraviolet light
KW  - Vision enhancement systems
KW  - Weather conditions
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04132/04132.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04132/index.cfm
UR  - https://trid.trb.org/view/782616
ER  - 

TY  - RPRT
AN  - 01025390
AU  - Neurauter, M Lucas
AU  - Blanco, Myra
AU  - Hankey, Jonathan M
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume V: Phase II—Study 3: Visual Performance During Nighttime Driving in Snow
PY  - 2005/12//Final Report
SP  - 103p
AB  - Phase II, Study 3 was part of the Enhanced Night Visibility project, a larger research effort investigating drivers' visual performance during nighttime driving.  Study 3 helped expand the knowledge of how current vision enhancement systems can affect detection and recognition of different types of objects during adverse weather, specifically for snow conditions.  A total of 20 participants detected and recognized different roadway objects while driving experimental vehicles equipped with various headlamps in a snow condition.  A 4 by 3 by 2 mixed factorial design was used to investigate the effects of the different types of vision enhancement systems, the types of objects on the roadway, and driver's age on detection and recognition distances.  Subjective evaluations for the different systems were obtained as well.  The results of the empirical testing suggest that halogen low beam (HLB) configurations combined with an ultraviolet A (UV-A) setup consistently outperform the HLB by itself and the high intensity discharge (HID) configuration with respect to detecting and recognizing pedestrians in a snow environment.  All three HLB configurations significantly outperformed the HID configuration for both detection and recognition of the objects presented.  The three HLB configurations were not significantly different from each other with respect to recognition distances; however, there was a slight but significant increase in detection distance when the HLB was paired with one of the UV-A systems used.  Finally, there were no significant findings for the subjective analysis, although there were some conflicting findings between the subjective and objective data.
KW  - Age
KW  - Detection distance
KW  - Drivers
KW  - Halogen lamps
KW  - Headlamps
KW  - High intensity discharge headlamps
KW  - Human subject testing
KW  - Low beamed headlamps
KW  - Night visibility
KW  - Pedestrians
KW  - Recognition distance
KW  - Snow
KW  - Subjective analysis
KW  - Ultraviolet light
KW  - Vision enhancement systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04136/04136.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04136/index.cfm
UR  - https://trid.trb.org/view/782619
ER  - 

TY  - RPRT
AN  - 01025389
AU  - Porter, Richard J
AU  - Hankey, Jonathan M
AU  - Binder, Stephanie C
AU  - Dingus, Thomas A
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume VII: Phase II—Study 5: Evaluation of Discomfort Glare During Nighttime Driving in Clear Weather
PY  - 2005/12//Final Report
SP  - 74p
AB  - Phase II—Study 5 helped expand the knowledge of how current vision enhancement systems (VESs) affect the discomfort glare experienced by nighttime drivers.  The empirical testing for this study was performed on the Smart Road.  Sixty participants were involved in the study, which consisted of two data collection efforts.  An 11 (VES) by 3 (Age) experimental design was used to investigate the effects of different types of VESs and driver's age on discomfort glare.  In addition, an evaluation of the Schmidt-Clausen and Bindels equation was performed to determine its predictive value in driving scenarios with oncoming glare.  The results of the empirical testing suggest that halogen headlamps selected for this testing produce more discomfort glare than the high intensity discharge headlamps tested.  There was also some indication that ultraviolet (UV)-A may add slightly to discomfort glare.  In addition, modifications of the Schmidt-Clausen and Bindels equation may provide headlamp designers with insight into how drivers will rate discomfort glare of proposed headlamps.
KW  - Age
KW  - Discomfort glare
KW  - Drivers
KW  - Glare
KW  - Halogen lamps
KW  - High intensity discharge headlamps
KW  - Human subject testing
KW  - Night visibility
KW  - Ultraviolet light
KW  - Vision enhancement systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04138/04138.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04138/index.cfm
UR  - https://trid.trb.org/view/782620
ER  - 

TY  - RPRT
AN  - 01025313
AU  - Loehr, J Erik
AU  - Finley, Cynthia A
AU  - Huaco, Daniel
AU  - University of Missouri, Columbia
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Procedures for Design of Earth Slopes Using LRFD
PY  - 2005/12//Final Report
SP  - 80p
AB  - This report describes a proposed procedure and process for implementation of Load and Resistance Factor Design (LRFD) for slope stability analysis applications, including evaluation of overall stability of earth retaining structures.  Two sets of load and resistance factors are present.  The first is based on establishing load and resistance factors to produce designs that are similar to existing methods.  These factors are a necessary first step to ensure prudent implementation of the technique while allowing designers to become familiar with the technique prior to full implementation.  The second set of load and resistance factors, established through "probabilistic calibrations," will produce the true benefits of the LRFD approach so that consistent levels of reliability are achieved for all sites.  The principal conclusions from the project include the following:  1) The procedure proposed for performing slope stability analysis using LRFD concepts is feasible and provides significant potential for producing consistent levels of safety for slopes located on a broad range of sites and significant cost savings.  2) Load and resistance factors established by matching to current ASD procedures serve as an effective preliminary step for adoption of LRFD for slope stability analysis.  However, use of these load and resistance factors will limit the benefits that can be achieved through adopting LRFD.  3) Load and resistance factors established through probabilistic calibrations demonstrate that appropriate resistance factors are highly sensitive to the level of uncertainty present at a given site.  As such, full realization of the benefits of LRFD requires that probabilistically calibrated load and resistance factors be eventually adopted.  4) Several impediments to implementation of probabilistically calibrated load and resistance factors exist that prevent current implementation of these factors.  However, these impediments can be realistically addressed within a reasonable period of time.  The primary recommendation from this work is to adopt a staged implementation plan to implement the proposed LRFD procedure for design of earth slopes.
KW  - Calibration
KW  - Implementation
KW  - Load and resistance factor design
KW  - Probabilistic methods
KW  - Slope stability
KW  - Slopes
UR  - http://library.modot.mo.gov/RDT/reports/Ri03030/or06010.pdf
UR  - https://trid.trb.org/view/782591
ER  - 

TY  - RPRT
AN  - 01025311
AU  - Simon, Marcia J
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - An Interlaboratory Evaluation of Variability in the ASTM C 457 Linear Traverse Method
PY  - 2005/12//Final Report
SP  - 83p
AB  - The vital role of air entrainment in preventing freeze-thaw damage in concrete is well known and well documented (Powers, 1949).  Through the action of an air entraining agent added to fresh concrete, an air void system comprised of various microscopic voids is established.  There are several parameters of the air void system which are considered important indicators of freeze-thaw resistance.  Measuring these parameters and their adequacy provides extremely useful information on concrete freeze-thaw resistance.  This report documents the results of a round-robin study of the ASTM C 457 linear traverse method, which was initiated to assess the typical variability associated with the linear traverse test when performed by a human operator.  The round robin was performed as part of a national pooled-fund study, led by the Missouri Department of Transportation and sponsored by 13 states, entitled "Advanced Research...of a Fully Automated Image Analysis System."  The goal of the pooled-fund study was to refine and complete the development of a fully automated, computer-based linear traverse system, which could provide results equal to or better than those of a linear traverse performed by a human operator.  Thus, the round robin study was undertaken to assess accuracy and precision of a human-based linear traverse for which the automated system could be measured against.
KW  - Accuracy
KW  - Air entrained concrete
KW  - Air entrainment
KW  - Automated testing
KW  - Freeze thaw durability
KW  - Interlaboratory studies
KW  - Linear traverse method
KW  - Precision
KW  - Round robin testing
KW  - Variables
UR  - http://library.modot.mo.gov/RDT/reports/Ri98006/or06009.pdf
UR  - https://trid.trb.org/view/782589
ER  - 

TY  - RPRT
AN  - 01024656
AU  - Mirchandani, Pitu B
AU  - Lucas, David E
AU  - Federal Highway Administration
TI  - Local Evaluation Report for ATLAS-ITS Phase II: Integration of Real-Time Traffic Information for Adaptive Signal Control, Traveler Information and Management of Transit and Emergency Services
PY  - 2005/12
SP  - n.p.
AB  - The Systems and Industrial Engineering Department at the University of Arizona has been involved with several intelligent transportation systems (ITS) projects, including operational testing of traffic adaptive signal control and research/development of innovative approaches to real-time prediction of traffic conditions and transit priority. The ATLAS II program integrates many of the results and expertise developed as part of these earlier projects. The overall ATLAS II program consisted of six subprojects, including the development of an integrated architecture conforming to the National ITS Architecture. This report describes each of these six subprojects in detail, reports the results of each research effort, provides some insight into the technical and institutional issues that were encountered and explains how these were handled.
KW  - Bus priority
KW  - Bus transit
KW  - Emergency management
KW  - Emergency response time
KW  - Emergency vehicles
KW  - Evaluation
KW  - Forecasting
KW  - Highway traffic
KW  - Highway traffic control systems
KW  - Innovation
KW  - Intelligent transportation systems
KW  - National ITS Architecture
KW  - Real time information
KW  - System architecture
KW  - Traffic data
KW  - Traffic signal control systems
KW  - Traffic signal preemption
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14265_files/14265.pdf
UR  - https://trid.trb.org/view/781220
ER  - 

TY  - RPRT
AN  - 01024457
AU  - Sargand, Shad M
AU  - Kim, Sang-Soo
AU  - Farrington, Stephen P
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - A Working Review of Available Non-Nuclear Equipment for Determining In-Place Density of Asphalt
PY  - 2005/12//Final Technical Report
SP  - 64p
AB  - Current non-nuclear methods of measuring asphalt pavement density use electrical properties of asphalt. Two known instruments, the PaveTracker™ and the PQI Model 300, estimate pavement density by inferring the relative proportion of air-filled voids in the asphalt from a measure of dielectric permittivity. Under this project, currently available and new methods of determining in-place asphalt density were investigated. The investigation included a laboratory study of the PaveTracker™’s ability to accurately measure density under a variety of conditions, including coarse or fine aggregate in mix, presence of internal and/or surface moisture, sample area, and sample depth. Both the PaveTracker™ and the PQI Model 300 were evaluated in the field by measuring density of measurement locations at each of 24 project sites and comparing to corresponding values measured by a nuclear gauge and laboratory tests. Recommendations for practice, including expected payoff results in using them, are given.
KW  - Air voids
KW  - Asphalt pavements
KW  - Coarse aggregates
KW  - Density
KW  - Dielectric permittivity
KW  - Electrical properties
KW  - Fine aggregates
KW  - In-place asphalt density
KW  - Laboratory studies
KW  - Non-nuclear density gages
KW  - Nuclear density gages
KW  - PaveTracker
KW  - PQI Model 300
KW  - Surface moisture
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A64663864
UR  - https://trid.trb.org/view/781627
ER  - 

TY  - RPRT
AN  - 01024440
AU  - Miller, Kirk
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
TI  - Floating Rubber Fender Testing
PY  - 2005/12//Final Report
SP  - 40p
AB  - This research project evaluated the structural and performance characteristics of two cylindrical rubber fenders under simulated marine vessel loading. The purpose of this research effort is to establish design and performance criteria for vertically floating rubber fenders that can be applied to the specific needs of the Alaska Marine Highway System (AMHS) ferry vessels. Two foam filled, rubber skinned, cylindrical fenders were fabricated and load tested. The test fenders were 6 ft in diameter by 6 ft long comprised of a 30-in. diameter by 1/2-in. wall steel pipe sleeve wrapped with closed cell polyethylene foam and encapsulated with a 1.25-in. thick skin of rubber reinforced with fiberglass filaments. One test fender contained a foam density of 4 pcf. The other test fender had a foam density of 6 pcf. Fender testing consisted of the application of a load to the fender body intended to simulate the shape and size of the AMHS vessel sponson that would be in contact with the fender under actual conditions. Load and deflection tests were performed utilizing a calibrated hydraulic press and deflection sensors. Load testing was performed at three locations, 90 degrees apart within the center of the fender body. Continuous load, deflection and time data resulting from fender deformation under load were recorded. Cyclic load testing was also conducted on the fender body to determine if multiple load applications would cause material damage. The load and deflection data were plotted and analyzed to determine load versus deflection curves and the available kinetic energy or load absorption capacity of each test fender. Load versus deflection and a kinetic energy versus deflection curves for each of the fenders are provided in the report. The report further summarizes loading conditions and applicable energy requirements applicable to the use of this type of fender under AMHS service conditions.
KW  - Alaska Marine Highway System
KW  - Deflection
KW  - Design
KW  - Fenders (Wharves)
KW  - Ferry terminals
KW  - Floating docks
KW  - Load tests
KW  - Performance
KW  - Repeated loads
KW  - Rubber
KW  - Sponsons
KW  - Vessel impact
UR  - https://trid.trb.org/view/782295
ER  - 

TY  - RPRT
AN  - 01023892
AU  - Dhonde, Hemant B
AU  - Mo, Y L
AU  - Hsu, Thomas T C
AU  - University of Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Fiber Reinforcement in Prestressed Concrete Beams
PY  - 2005/12//Technical Report
SP  - 156p
AB  - Prestressed concrete I-beams are used extensively as the primary superstructure elements in Texas highway bridges.  A commonly observed problem in these beams is the appearance of end zone cracking due to the prestressing forces, thermal effects of hydration, shrinkage and temperature variation.  Even though a large quantity of transverse steel reinforcement is provided in the end zone, the cracking problem persists.  The research described in this report was targeted to develop a workable steel fiber reinforced concrete mix that would be capable of partially or completely replacing the dense traditional reinforcement and eliminating cracking in the end zones.  The research work was divided into three phases: Phase One consisted of developing Texas Department of Transportation (TxDOT) Traditional Fiber Reinforced Concrete (TTFRC) and Self-Consolidating Fiber Reinforced Concrete (SCFRC) mixes with steel fibers.  Four TTFRC and three SCFRC mixes with two different types and variable amounts of hook-ended steel fibers were tested for their workability and hardened properties.  Based on their performance, suitable TTFRC and SCFRC mixes with optimum fiber contents were selected to cast full-scale beams.  Phase Two research dealt with the casting and end zone monitoring of seven 25-ft.-long [American Association of State Highway and Transportation Officials (AASHTO) Type-A] I-beams using optimized TTFRC and SCFRC mixes.  Conventionally used equipment and techniques were applied for mixing, transporting, placing and steam curing the beams at the precast plant.  Strain gauges and temperature loggers installed inside the beams measured strains and temperatures, respectively, during steam curing and release of prestressing force.  This instrumentation was aimed at finding the influence of steel fibers on controlling/eliminating the end zone cracks.  Phase Three research consisted of load testing the seven beams to failure to determine the effects of steel fibers on the structural performance of the beams.  Both ends of the simply supported beams were tested to failure using four hydraulic actuators with strain controlled capability. For the first time, descending branches of load-deformation curves were obtained for the end zones of prestressed concrete beams to assess the ductility.  The research findings proved that the end zone cracking would be eliminated by completely or partially replacing the traditional transverse steel reinforcement by steel fibers.  Additionally, steel fibers enhanced the ductility and crack resistance of the prestressed TxDOT I-beams.  This report also provides design guidelines and recommendations for producing, testing and casting steel fiber reinforced concrete mixes for successful application in the end zones of prestressed concrete I-beams.
KW  - Bridge superstructures
KW  - Casting
KW  - Cracking
KW  - Ductility
KW  - Fiber reinforced concrete
KW  - Fiber reinforcement
KW  - Guidelines
KW  - Highway bridges
KW  - I beams
KW  - Load tests
KW  - Prestressed concrete
KW  - Self compacting concrete
KW  - Shrinkage
KW  - Steel fibers
KW  - Strain gages
KW  - Temperature
KW  - Texas
KW  - Transverse reinforcement
UR  - https://trid.trb.org/view/781337
ER  - 

TY  - RPRT
AN  - 01023855
AU  - Wiegand, Paul
AU  - Cable, James K
AU  - Reinert, Sybil
AU  - Tabbert, Toni
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Field Experiments of Current Concrete Pavement Surface Characteristics Practices: Iowa Data Collection and Analysis
PY  - 2005/12//Final Report
SP  - 45p
AB  - One of the most important issues in portland cement concrete pavement research today is surface characteristics. The issue is one of balancing surface texture construction with the need for durability, skid resistance, and noise reduction. The National Concrete Pavement Technology Center at Iowa State University, in conjunction with the Federal Highway Administration, American Concrete Pavement Association, International Grinding and Grooving Association, Iowa Highway Research Board, and other states, have entered into a three-part National Surface Characteristics Program to resolve the balancing problem. As a portion of Part 2, this report documents the construction of 18 separate pavement surfaces for use in the first level of testing for the national project. It identifies the testing to be done and the limitations observed in the construction process. The results of the actual tests will be included in the subsequent national study reports.
KW  - Concrete pavements
KW  - Durability
KW  - Field tests
KW  - Iowa
KW  - Noise control
KW  - Portland cement concrete
KW  - Road construction
KW  - Skid resistance
KW  - Surface characteristics
KW  - Surface course (Pavements)
KW  - Texture
UR  - http://www.operationsresearch.dot.state.ia.us/reports/reports_pdf/hr_and_tr/reports/tr537.pdf
UR  - http://ntl.bts.gov/lib/55000/55900/55927/IA_TR537.PDF
UR  - https://trid.trb.org/view/781615
ER  - 

TY  - RPRT
AN  - 01022652
AU  - Sebesta, Stephen
AU  - Harris, J Patrick
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Methods for Improved Precision of Test Method Tex-113-E
PY  - 2005/12//Technical Report
SP  - 52p
AB  - The Texas Department of Transportation (TxDOT) employs the impact hammer method of sample compaction for laboratory preparation of road base and subgrade materials for testing.  Serious concerns exist about the precision of the dry density obtained from this method.  This report documents findings from efforts to improve the precision of Test Method Tex-113-E, TxDOT's impact hammer compaction method for aggregate base materials.  First, a new sample finishing tool replaced the old finishing method.  While data from this change indicated a slight improvement in precision, the change did not hold up to statistical tests of significance.  Additionally, four unique variations of laboratory preparation with the impact hammer method were investigated.  All four methods resulted in the same mean dry density of compacted test specimens.  However, two of the methods clearly resulted in poorer test precision.
KW  - Aggregates
KW  - Base course (Pavements)
KW  - Dry density
KW  - Impact hammer method
KW  - Laboratory compaction
KW  - Laboratory tests
KW  - Precision
KW  - Subgrade materials
KW  - Test procedures
KW  - Tex-113-E
UR  - https://trid.trb.org/view/777963
ER  - 

TY  - RPRT
AN  - 01020184
AU  - Edil, Tuncer B
AU  - Sawangsuriya, Auckpath
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of the DCP and the SSG as Alternative Methods to Determine Subgrade Stability
PY  - 2005/12//Technical Report
SP  - v.p.
AB  - The use of the soil stiffness gauge (SSG) and dynamic cone penetrometer (DCP) for earthwork property evaluation is investigated in this study.  SSG and DCP survey data of natural earthen materials, industrial by-products, chemically stabilized soils, and other materials from thirteen construction sites around the state of Wisconsin are presented along with their correlation with each other as well as with density and moisture content obtained from traditional tests.  Weighted average of DCP penetration index (DPI) over depth of measurement is employed to obtain a representative strength index of the material.  This approach provided better correlations than the arithmetic average.  The dependency of SSG stiffness and DPI strength index on dry unit weight and water content followed, in general, a pattern consistent with those in other research on stiffness and strength.  A simple linear semi logarithmic relationship is observed between SSG stiffness and DPI.  DPI weighted average over a DCP penetration depth of 152 mm yields the highest coefficient of determination and also yields a statistically significant relationship between the SSG stiffness and DPI for all materials except fly ash-stabilized soils.  This depth is consistent with the significant depth of measurement for the SSG as shown in a previous study.  The SSG and DCP provide a convenient means of assessing stiffness and strength of earthen construction materials in the field.
KW  - Cone penetrometers
KW  - Construction sites
KW  - Correlation analysis
KW  - Density
KW  - Dry unit weight
KW  - Earthwork
KW  - Evaluation
KW  - Field tests
KW  - Fly ash
KW  - Index tests
KW  - Industrial wastes
KW  - Moisture content
KW  - Soil stabilization
KW  - Soil stiffness gauge
KW  - Stiffness
KW  - Strength of materials
KW  - Subgrade materials
KW  - Surveys
KW  - Wisconsin
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53963/01-05%2520final%2520report.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/01-05final1.pdf
UR  - https://trid.trb.org/view/775386
ER  - 

TY  - RPRT
AN  - 01019642
AU  - Kranc, S C
AU  - Miller, William A
AU  - Collier, Nathan
AU  - Shanmugam, Vijayakumar
AU  - Christian, Steve C
AU  - Khemuka, Atul
AU  - University of South Florida, Tampa
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Optimum Placement of Utilities Within FDOT R/W
PY  - 2005/12//Final Report
SP  - 112p
AB  - This report details a study of configurations for underground utility installations sharing the transportation right of way.  A method for identifying optimal configurations based on total societal cost was developed.  A computational model for system planning was formulated and a program was constructed.  Methods for application of this research are suggested.
KW  - Configurations
KW  - Costs
KW  - Externalities
KW  - Florida
KW  - Installation
KW  - Joint use
KW  - Location
KW  - Optimization
KW  - Public utilities
KW  - Right of way (Land)
KW  - Underground utility lines
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_RD/FDOT_BC353_32_rpt.pdf
UR  - https://trid.trb.org/view/772399
ER  - 

TY  - RPRT
AN  - 01020185
AU  - Hieber, David G
AU  - Wacker, Jonathan M
AU  - Eberhard, Marc O
AU  - Stanton, John F
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Precast Concrete Pier Systems for Rapid Construction of Bridges in Seismic Regions
PY  - 2005/12//Final Research Report
SP  - v.p.
AB  - Increasing traffic volumes and a deteriorating transportation infrastructure have stimulated the development of new systems and methods to accelerate the construction of highway bridges.  Precast concrete bridge components offer a potential alternative to conventional reinforced, cast-in-place concrete components.  The use of precast components has the potential to minimize traffic disruptions, improve work zone safety, reduce environmental impacts, improve constructability, increase quality, and lower life-cycle costs.  This study compared two precast concrete bridge pier systems for rapid construction of bridges in seismic regions.  One was a reinforced concrete system, in which mild steel deformed bars connect the precast concrete components.  The other was a hybrid system, which uses a combination of unbonded post-tensioning and mild steel deformed bars to make the connections.  A parametric study was conducted using nonlinear finite element models to investigate the global response and likelihood of damage for various configurations of the two systems subjected to a design level earthquake.  A practical method was developed to estimate the maximum seismic displacement of a frame from the cracked section properties of the columns and the base-shear strength ratio.  The results of the parametric study suggest that the systems have the potential for good seismic performance.  Further analytical and experimental research is needed to investigate the constructability and seismic performance of the connection details.
KW  - Bridge construction
KW  - Bridge design
KW  - Bridge piers
KW  - Bridges
KW  - Constructability
KW  - Construction
KW  - Deformed bars
KW  - Environmental impacts
KW  - Finite element method
KW  - Life cycle costing
KW  - Parametric analysis
KW  - Performance
KW  - Posttensioning
KW  - Precast concrete
KW  - Rapid construction
KW  - Seismic zones
KW  - Shear strength
KW  - Structural connection
KW  - Work zone safety
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/611.1.pdf
UR  - https://trid.trb.org/view/775620
ER  - 

TY  - RPRT
AN  - 01020183
AU  - Wacker, Jonathan M
AU  - Hieber, David G
AU  - Stanton, John F
AU  - Eberhard, Marc O
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Design of Precast Concrete Piers for Rapid Bridge Construction in Seismic Regions
PY  - 2005/12//Final Research Report
SP  - v.p.
AB  - Incorporating precast concrete components in bridge piers has the potential to accelerate bridge construction and reduce the negative impacts that construction operations have on traffic flow.  As part of this project, methodologies were developed to design economical and safe bridge piers out of precast concrete components.  This research developed force-based and displacement-based procedures for the design of both cast-in-place emulation and hybrid precast concrete piers.  The design procedures were developed so that they require no nonlinear analysis making them practical for use in a design office.  The expected level of damage to piers designed using the proposed procedures was estimated.  The evaluation considered three types of damage to the columns of a pier:  cover concrete spalling, longitudinal reinforcing bar buckling, and fracture of the longitudinal reinforcing bars.  Both the force-based and displacement-based design procedures were found to produce bridge designs expected to experience an acceptable amount of damage in a design-level earthquake.
KW  - Bridge construction
KW  - Bridge design
KW  - Bridge piers
KW  - Bridges
KW  - Buckling
KW  - Cast in place concrete
KW  - Construction
KW  - Damage levels
KW  - Design methods
KW  - Displacement-based design
KW  - Earthquake resistant design
KW  - Methodology
KW  - Precast concrete
KW  - Rapid construction
KW  - Reinforcing bars
KW  - Seismic zones
KW  - Spalling
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/629.1.pdf
UR  - https://trid.trb.org/view/775621
ER  - 

TY  - RPRT
AN  - 01019651
AU  - Sillick, Susan C
AU  - Abernathy, Craig
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Research, Development, and Technology Transfer Guidelines for the Montana Department of Transportation
PY  - 2005/12//Guidelines
SP  - 44p
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 manual is to provide guidance for the development and management of effective MDT Research Programs.  Through the identification of the various research related functions and operational procedures of the MDT, this manual will produce a model of a research management system.  The programs, projects, and products generated by the Research Programs, using the management system, are provided for the ultimate benefit of MDT's customers.
KW  - Development
KW  - Guidelines
KW  - Montana
KW  - Multimodal transportation
KW  - Research
KW  - Research management
KW  - State departments of transportation
KW  - Technology transfer
UR  - http://www.mdt.mt.gov/research/docs/rmuguide.pdf
UR  - https://trid.trb.org/view/772685
ER  - 

TY  - CONF
AN  - 01019595
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
TI  - Statewide Multimodal Transportation Planning Proceedings: 2004 Peer Exchange
PY  - 2005/12
IS  - E-C082
SP  - 85p
AB  - The Transportation Research Board (TRB) Committee on Statewide Multimodal Transportation Planning (ADA10) hosted a peer exchange immediately following the 2004 Joint Summer Meeting of the Planning, Economics, Environmental, Finance, Freight, and Management Committees.  The peer exchange focused on cost estimating for transportation planning and incorporating safety into the transportation planning process.  The primary purpose of the peer exchange was to facilitate an open exchange of information on experiences, concerns, and opportunities related to addressing both cost estimating and safety within the statewide and metropolitan transportation planning processes.  A secondary purpose of the peer exchange was to identify a near-term action agenda for improving the state of the practice for addressing safety in transportation planning.  The first day of the peer exchange included a presentation by Stuart Anderson and Keith Molenaar regarding the research plan for NCHRP Project 8-49, Procedures for Cost Estimation and Management for Highway Projects During Planning, Programming, and Preconstruction.  Following the presentation, Charlie Howard facilitated a roundtable discussion that included a review of each participant's responses to introductory questions provided to participants, and development of suggestions for the NCHRP Project 8-49 research team on potential emphasis areas during the research effort.  The second day of the peer exchange began with a review of federal safety planning activities by Ken Leonard.  Mike Meyer then presented an overview of the initial draft report for NCHRP Project 8-44 (Guidebook to Incorporating Safety into Transportation Planning and Decision making).  Next, Janet D'Ignazio facilitated a roundtable discussion that included a review of each participant's responses to a second set of introductory questions, identification of other challenges and needs related to addressing safety in transportation planning, and preparation of a list of actions for furthering the state of the practice.  The proceedings provide an overview of the presentation and roundtable discussion during each of the two peer exchange elements.  Written responses from the participants are included in Appendix A (for cost estimating) and Appendix B (for safety).
U1  - 2004 Peer Exchange on Statewide Multimodal Transportation PlanningFederal Highway AdministrationPark City,UT,United States StartDate:20040727 EndDate:20040728 Sponsors:Federal Highway Administration
KW  - Cost estimating
KW  - Highway projects
KW  - Highway safety
KW  - Metropolitan planning organizations
KW  - Multimodal transportation
KW  - Peer exchange
KW  - State departments of transportation
KW  - State of the practice
KW  - Transportation planning
KW  - Transportation safety
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec082.pdf
UR  - https://trid.trb.org/view/776095
ER  - 

TY  - RPRT
AN  - 01019584
AU  - Bakeman, Mark E
AU  - Ensight Technical Services, Incorporated
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Monitoring the Response of a Riparian Ecosystem to Hydrologic Restoration
PY  - 2005/12//Final Report
SP  - 77p
AB  - This study examined the effects of a stream restoration project on groundwater elevations and the population and habitat of a threatened small mammal, the Preble’s meadow jumping mouse (Zapus hudsonius preblei). A series of nine check dams were installed on East Plum Creek in 2001 and 2002, to help restore an incised urban stream channel. This 0.54 mi section of stream is within a heavily urbanized corridor. The dams trapped considerable sediment, raised the stream bed level, and restored groundwater levels within the rooting zone of riparian vegetation. Populations of the Preble’s mouse were monitored from 1998 to 2004 in control and treatment areas before and after dam installation. Habitat vegetation cover was also measured at these sites from 2001 to 2004, and groundwater elevations in the study area were monitored. Preble’s mouse population estimates were determined for control and treatment areas through a modeling procedure. Preble’s mouse abundance increased in both treatment areas following dam installation, although treatment effects may have been different in these two areas. Positive treatment effects were localized and have been short-term to date, and the riparian system is still within a major period of adjustment. Treatment effects may have been partially due to an increase in graminoid cover in treatment areas; Preble’s mice use graminoids for food and cover.
KW  - Dams
KW  - Ecosystems
KW  - Field studies
KW  - Grasses
KW  - Groundwater
KW  - Habitat (Ecology)
KW  - Hydrologic cycle
KW  - Population
KW  - Rodents
KW  - Sediments
KW  - Stream restoration
KW  - Streams
KW  - Treatment
KW  - Urban areas
KW  - Urbanized areas
KW  - Vegetation
KW  - Waterfronts
UR  - http://www.dot.state.co.us/Publications/PDFFiles/riparian.pdf
UR  - https://trid.trb.org/view/775669
ER  - 

TY  - RPRT
AN  - 01019167
AU  - Hill, Kristina
AU  - Horner, Richard
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Assessment of Alternatives in Roadside Vegetation Management
PY  - 2005/12//Final Research Report
SP  - v.p.
AB  - This study was conducted for the Washington State Department of Transportation (WSDOT) to explore both the need for and the variety of alternatives of the use of an annual application of herbicides for removing vegetation in the area immediately adjacent to the pavement edge.  The study approached these questions in two different ways, developing both a literature review and a set of interviews with people who have specific knowledge or views of these issues.  The authors conducted interviews with three groups of people to identify issues, maintenance alternatives, and significant literature references: (1) staff at other federal, state, and county transportation agencies,  (2) staff and volunteers who work with advocacy groups, and (3) researchers at academic institutions who specialize in related areas.  Their literature review contains a set of citations that present related management issues and alternative practices.  The abstracts for these references were included when available.  To summarize what the authors learned from the interviews and literature sources, they developed a decision framework that would be used to guide WSDOT district maintenance staff in formulating management plans for vegetation.  The decision framework differs from current practice primarily in that it begins with the assumption that maintenance of the area immediately adjacent to the pavement is not necessary unless some particular, observable condition triggers the need for such maintenance.
KW  - Alternatives analysis
KW  - Best practices
KW  - Decision making
KW  - Framework (Planning)
KW  - Herbicides
KW  - Highway planning
KW  - Interviewing
KW  - Landscape maintenance
KW  - Literature reviews
KW  - Pavement edge
KW  - Roadside
KW  - State departments of transportation
KW  - Vegetation control
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/621.1.pdf
UR  - https://trid.trb.org/view/771825
ER  - 

TY  - RPRT
AN  - 01019156
AU  - Dye Management Group, Incorporated
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Customer-Oriented Level of Service Maintenance Management System
PY  - 2005/12//Final Report
SP  - 57p
AB  - The PErformance COntrolled System (PeCoS) system has been used by the Arizona Department of Transportation (ADOT) for over 25 years, with at least one upgrade (PeCoS II) during that period.  It has helped maintenance managers develop and carry out maintenance programs by providing tools for planning, organizing, directing, and controlling maintenance work, including performance guidelines for each maintenance activity and management reports on various aspects of the work accomplished and the cost of performing the work.  The thrust of the maintenance management system over the years has been to develop and carry out programs in the most efficient way possible.  However, PeCoS does not provide information on level of service (LOS) outcomes, i.e., the effectiveness of the maintenance programs.  The objective of this project is to develop a customer-oriented LOS maintenance management system, a unique approach that focuses on the needs of Arizona's traveling public and identifies the results of maintenance work.  To achieve this objective, the functions have been defined and conceptual design conducted for the new system.  Industry best practices have been surveyed among twelve states to identify how the new system can benefit from industry innovations.  A highly detailed approach has been employed for gathering public perception of Arizona's highway maintenance program through statewide focus groups and attitude surveys to identify customer needs and concerns.  The project also employs a rigorous approach to condition assessment and determining budget levels.  Opportunities have been evaluated to integrate life cycle cost analysis (LCCA) into ADOT's maintenance activities.  Finally the project has developed a software strategy and implementation plan.
KW  - Arizona
KW  - Attitudes
KW  - Best practices
KW  - Customer satisfaction
KW  - Customer-oriented management
KW  - Focus groups
KW  - Implementation
KW  - Level of service
KW  - Life cycle costing
KW  - Maintenance management
KW  - Public opinion
KW  - Software
KW  - State departments of transportation
KW  - Strategic planning
KW  - Surveys
UR  - http://apps.azdot.gov/ADOTLibrary/publications/research_notes/PDF/418RN.pdf
UR  - https://trid.trb.org/view/773170
ER  - 

TY  - RPRT
AN  - 01019129
AU  - Goldbaum, Jay
AU  - Mero, Robert
AU  - Pinamont, Joan
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Synthesis of Pavement Noise Studies Conducted in the State of Colorado
PY  - 2005/12//Final Report
SP  - 24p
AB  - Highway traffic noise is a source of environmental pollution and noise control is an important consideration for the Colorado Department of Transportation (CDOT). Compliance with Federal noise regulations is required for all major Federally funded highway construction projects. CDOT personnel involved in traffic noise analysis should be familiar with previously completed noise impact studies. This compilation is intended to be a handy, concise reference source on road noise issues and mitigation practices in Colorado.
KW  - Colorado
KW  - Compliance
KW  - Impact studies
KW  - Noise control
KW  - Regulations
KW  - Syntheses
KW  - Traffic noise
UR  - http://www.dot.state.co.us/publications/PDFFiles/pavementnoise.pdf
UR  - https://trid.trb.org/view/773010
ER  - 

TY  - RPRT
AN  - 01019128
AU  - Blanco, Myra
AU  - Hankey, Jonathan M
AU  - Dingus, Thomas A
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume III: Phase II—Study 1: Visual Performance During Nighttime Driving in Clear Weather
PY  - 2005/12//Final Report
SP  - 133p
AB  - Phase II--Study 1 was performed as a stepping stone to expand the knowledge of how different vision enhancement systems can affect detection and recognition of different types of objects. The empirical testing for this study was performed on the Smart Road testing facility during clear weather conditions. A total of 30 participants were involved in the study. A 12 by 9 by 3 mixed-factorial design was used to investigate the effects of different types of vision enhancement systems, types of objects on the roadway, and driver's age on detection and recognition distances; subjective evaluations were obtained for the different systems as well. The results of the empirical testing suggest that no vision enhancement system consistently performs best in clear weather conditions. However, the halogen headlamp tested (low-beam configuration) consistently provided one of the longest detection and recognition distances, and even when other systems provided farther detection distances, these distances were generally not significantly different from halogen low beam. The only exception was the infrared thermal imaging system tested, which resulted in significantly farther detection distances for pedestrians and cyclists wearing dark-colored (low-contrast) clothing.
KW  - Age
KW  - Clothing
KW  - Color
KW  - Contrast
KW  - Cyclists
KW  - Drivers
KW  - Halogen lamps
KW  - Headlamps
KW  - Human subject testing
KW  - Infrared imagery
KW  - Night visibility
KW  - Pedestrians
KW  - Vision enhancement systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04134/04134.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04134/index.cfm
UR  - https://trid.trb.org/view/773008
ER  - 

TY  - RPRT
AN  - 01019127
AU  - Blanco, Myra
AU  - Hankey, Jonathan M
AU  - Dingus, Thomas A
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Federal Highway Administration
TI  - Enhanced Night Visibility Series, Volume IV: Phase II—Study 2: Visual Performance During Nighttime Driving in Rain
PY  - 2005/12//Final Report
SP  - 141p
AB  - Phase II, Study 2 (rainy weather) was performed following the same procedures used for Study 1 (clear weather). Study 2 helped expand the knowledge of how current vision enhancement systems can affect detection and recognition of different types of objects while driving during adverse weather, specifically during rain conditions. The empirical testing for this study was performed on the Virginia Smart Road; the rain was controlled by weathermaking equipment. Thirty participants were involved in the study. A 12 by 7 by 3 mixed factorial design was used to investigate the effects of different types of vision enhancement systems, different types of objects on the roadway, and driver's age on detection and recognition distances; subjective evaluations also were obtained for the different vision enhancement systems. The results of the empirical testing suggest that vision enhancement systems that include halogen headlamps as their main component (i.e., halogen alone or halogen with ultraviolet A) consistently allow drivers the best detections during rain conditions. In fact, the halogen headlamp (low-beam configuration) provides the longest detection and recognition distances overall; in the few trials where other systems allow farther detection distances, these differences did not represent meaningful improvements. Even drivers using the infrared thermal imaging system, which resulted in farther detection distances for pedestrians and cyclists under clear conditions, perform no differently in the rain than when only the low beams of the vehicle were used.
KW  - Age
KW  - Cyclists
KW  - Drivers
KW  - Halogen lamps
KW  - Headlamps
KW  - Human subject testing
KW  - Infrared imagery
KW  - Night visibility
KW  - Pedestrians
KW  - Rain
KW  - Vision enhancement systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04135/04135.pdf
UR  - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04135/index.cfm
UR  - https://trid.trb.org/view/773009
ER  - 

TY  - CONF
AN  - 01019125
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Rodegerdts, Lee A
AU  - Blackwelder, Glenn E
TI  - Analytical Analysis of Pedestrian Effects on Roundabout Exit Capacity
PY  - 2005/12
IS  - E-C083
SP  - 14p
AB  - The availability of pedestrian gaps and the queuing effects of pedestrian crossings have implications for roundabout design, particularly when considering the operations of roundabout exits and the potential for vehicle queues to spill back onto the circulatory roadway. In most jurisdictions, vehicles are required to yield to pedestrians. In practice, pedestrians often choose their crossings to coincide with gaps in the traffic stream, i.e., yielding to vehicles. This paper presents methods to analyze both conditions. In the case where pedestrians yield to vehicles, the minor-street movement capacity equations from the Highway Capacity Manual’s unsignalized intersection methodology can be adapted to determine the number of gaps in a traffic stream sufficient for a pedestrian to cross. In the case where vehicles yield to pedestrians, the effect of a vehicular queue extending into the roundabout while waiting for pedestrians to cross can be estimated, and the extent to which this queue will adversely affect capacity can be approximated. The paper concludes by discussing the implications of the interactions between pedestrians and vehicles on the design of the roundabout.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Analysis
KW  - Estimating
KW  - Exit flow management
KW  - Highway capacity
KW  - Highway Capacity Manual
KW  - Intersection elements
KW  - Pedestrian movement
KW  - Pedestrians
KW  - Queuing
KW  - Roundabout capacity
KW  - Roundabouts
KW  - Unsignalized intersections
KW  - Vehicles
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775381
ER  - 

TY  - RPRT
AN  - 01019124
AU  - Henault, John W
AU  - Larsen, Donald A
AU  - Scully, Jeffery J
AU  - Connecticut Department of Transportation
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Guidelines for Reduction of Temperature Differential Damage (TDD) for Hot Mix Asphalt Pavement Projects in Connecticut - Final Report
PY  - 2005/12//Final Report
SP  - 115p
AB  - This paper presents results of a study on the subject of thermal segregation of hot mix asphalt (HMA) during pavement construction.  The significance of thermal segregation to pavement performance should not be overvalued, because it is not only possible, but probable, that other factors play more significant roles.  For example, the authors present the concept that density achieved is more dependent upon HMA temperature (T) than temperature differentials (delta T).  It is surmised that thermal segregation has a negligible effect until cold area temperatures drop below certain threshold values.  This reasoning is based upon results of a five-year pavement condition survey that demonstrated little if any relationship between temperature differentials located with an infrared camera during HMA construction, and subsequent damage to a pavement's surface.  While five years may be too short a period of time for some distresses to develop, it is noteworthy that extensive reflective cracking was observed at some locations, which demonstrates that it played a more prominent role than delta T.  Comparisons of asphalt contents and grain-size distributions between cold areas and their surrounding normal-temperature pavements demonstrated no significant differences, suggesting temperature differentials in the HMA during construction are not necessarily indicative of particle segregation.  Finally, definitions for the terminology associated with HMA construction and infrared thermography are presented.
KW  - Asphalt content
KW  - Asphalt pavements
KW  - Cold spots
KW  - Connecticut
KW  - Density
KW  - Grain size (Geology)
KW  - Guidelines
KW  - Hot mix asphalt
KW  - Pavement conditions
KW  - Pavement distress
KW  - Pavement performance
KW  - Paving
KW  - Reflective cracking
KW  - Segregation (Aggregates)
KW  - Surface course (Pavements)
KW  - Temperature
KW  - Temperature differential
KW  - Thermographs
UR  - http://docs.trb.org/01019124.pdf
UR  - https://trid.trb.org/view/771793
ER  - 

TY  - CONF
AN  - 01019122
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Stratmeyer, Jeffrey M
AU  - Banigan, Cheryl
TI  - Roundabouts in Harford County, Maryland - A Local Perspective
PY  - 2005/12
IS  - E-C083
SP  - 15p
AB  - Harford County, Maryland is part of the Baltimore Metropolitan region and is home for over 225,000 residents. The County maintains over 1,000 miles of roads, and started using roundabouts in 1995 as a means to control intersection capacity, increase intersection safety, and maintain the residential integrity of the roads where they are located. Currently, there are 16 roundabouts in Harford County, 14 of which are located on Harford County controlled roadways and an additional three under design.  This paper discusses the history of roundabouts in Harford County, Maryland, the success of the roundabouts, and the projected future construction of additional roundabouts in the area.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Baltimore Metropolitan Area
KW  - Future
KW  - Harford County (Maryland)
KW  - Highway safety
KW  - Highway traffic control
KW  - History
KW  - Intersection capacity
KW  - Metropolitan areas
KW  - Residential areas
KW  - Roundabouts
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775575
ER  - 

TY  - CONF
AN  - 01019120
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Kennedy, Douglas R
AU  - Taylor, Kristine M
TI  - Estimating Roundabout Performance using Delay and Conflict Opportunity Crash Prediction
PY  - 2005/12
IS  - E-C083
SP  - 13p
AB  - The general algorithms, assumptions, validations and example application are presented for estimating roundabout safety performance in comparison to signalized and unsignalized intersections using conflict opportunity technology rather than regression-based accident estimates. Comparison of conflict opportunity accident estimates versus onsite accident records for 100 signalized and unsignalized intersections are presented along with single and dual lane roundabouts accident comparisons compared to Maryland DOT data. For both intersections and roundabouts, annual accident prediction accuracies of approximately 80 percent for total accidents and 70 percent for angle and rear-end accidents was achieved compared to the 3-5 year average reported historical crash events. When combined with Highway Capacity Manual (HCM) delay estimates and delay values, the conflict opportunity-based injury and HCM delay values can be combined into a Performance Index for comparing alternate traffic control scenarios. An example safety+delay performance evaluation of a single lane 15,000 ADT roundabout compared to Two and All-way stop and signalized control indicated that All-Way stop had excessive delay, a signal would not be warranted and of the remaining options, a roundabout provided annual safety+delay performance sufficiently comparable to Two-way stop control and was thus the developers preferred design alternate.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Accuracy
KW  - Algorithms
KW  - Average daily traffic
KW  - Estimating
KW  - Forecasting
KW  - Highway Capacity Manual
KW  - Highway safety
KW  - Highway traffic control
KW  - Maryland
KW  - Multiway stop signs
KW  - Performance
KW  - Rear end crashes
KW  - Right angle crashes
KW  - Roundabouts
KW  - Signalized intersections
KW  - Single lane traffic
KW  - Traffic conflicts
KW  - Traffic crashes
KW  - Traffic delays
KW  - Traffic safety
KW  - Two lane highways
KW  - Two way stop signs
KW  - Unsignalized intersections
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775430
ER  - 

TY  - CONF
AN  - 01019116
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Lenters, Mark S
TI  - Safety Auditing Roundabouts
PY  - 2005/12
IS  - E-C083
SP  - 20p
AB  - Over the last ten years, roundabouts have spread to North America with good results reported. Except for grade separated interchanges no other type of traffic control exhibits such good safety performance, particularly for high traffic flows at high-speed intersections. Therefore, roundabouts as an engineering initiative can make a significant contribution to a road authority’s safety vision. Intersection safety reviews and safety audits, aimed at improving the physical and operational characteristics of an intersection, are a proven means of facilitating a reduction in crash frequency and crash severity. The process of an in-service safety review requires the assessor to determine what an unfamiliar user would experience as they drive, ride or walk into and out of a roundabout intersection. Although lists of issues affecting safety are identified herein, this document is not a prescription or checklist, but instead points to design principles as the fundamental basis for roundabout safety. Adherence to the principles outlined herein still does not ensure good design; this remains the responsibility of the designer. Although this piece focuses only on safety considerations of roundabout design, the principle that roundabout geometry, signs and markings act holistically must be kept in perspective if roundabouts are to solve both crash prone and highly congested intersections. If not well understood or properly managed, the cumulative effects of poorly managed geometry-safety interactions linked with roundabouts can amount to a significant congestion and/or collision risk. As discussed in this report, the British empirical research into these relationships demonstrates that the separate elements are dependent on the others for their effectiveness. The role of quantifying the potential crash reduction through an examination of the relationship between crashes, traffic flows and geometry represents a significant improvement opportunity in the science of road safety audits of roundabouts not articulated in previous studies. The in-service safety auditor must be aware that even a poorly designed roundabout can operate reasonably well at low traffic flows. A good roundabout design is not proven until the design year flows are experienced because near capacity operations bring out all the design flaws. One hypothesis of this article is that equal consideration should be given to both visual and crash model assessment methods in roundabout safety reviews. In particular, there is considerable potential for optimizing safety at the design stage through an understanding of the interactions of geometry and the ability to manipulate these relationships. Through recent study presented herein, knowledge of safety-geometry interactions can be used just as effectively in assessments of in-service roundabouts as in pre-construction design audits. Experience with other types of intersections indicates that there are four basic demands of a safe intersection design. In this report, the design checks required to attain predicted safety performance and safety enhancements for in-service roundabouts that incorporate established guidelines are presented with examples of design pitfalls and a list of checks to be carried out. This paper provides safety assessment guidelines for all sizes of roundabouts, except mini-roundabouts with fully traversable central islands.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Countermeasures
KW  - Crash severity
KW  - Geometry
KW  - Highway design
KW  - Highway safety
KW  - Intersections
KW  - North America
KW  - Performance
KW  - Roundabouts
KW  - Safety audits
KW  - Traffic crashes
KW  - Traffic engineering
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775166
ER  - 

TY  - CONF
AN  - 01019114
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Guichet, Bernard
TI  - Evolution of Roundabouts in France and New Uses
PY  - 2005/12
IS  - E-C083
SP  - 7p
AB  - This paper discusses the uses of roundabouts in France since 1997.    It notes that the number of roundabouts has increased (they doubled between 1993 and 2003) and the number of traffic accidents has remained the same.  On tram lines, roundabouts have replaced traditional intersections.  Roundabouts have also been constructed close to railway level crossings.  This latter situation presents challenges, though, such as how to make sure that no vehicle is stopped on the level crossing when the gates close.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - France
KW  - Highway safety
KW  - Highway traffic control
KW  - Intersections
KW  - Railroad grade crossings
KW  - Roundabouts
KW  - Traffic crashes
KW  - Traffic safety
KW  - Trolley cars
KW  - Utilization
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775433
ER  - 

TY  - RPRT
AN  - 01019108
AU  - Agrawal, A K
AU  - Subramaniam, K
AU  - Pan, Y
AU  - University Transportation Research Center
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Smart Bridge Bearings System - A Feasibility Study Project # C-02-02
PY  - 2005/12//Final Report
SP  - 57p
AB  - The goal of this project has been achieved through three tasks.  The main goal of Task I has been to identify appropriate sensors that have potential for bridge bearings applications.  This has been achieved through the following subtasks and has been presented in this chapter:  (a) An extensive literature review of behavior of elastomeric bearings and state-of-the-art on the smart bearings;  (b) Objective criteria for selection of sensors; (c) Information, specifications and reliability of commercially advanced sensors.  The focus of Task II has been to develop possible instrumentation schemes for implementing smart bearings as presented in Chapter 2.  In Task III, costs associated with feasibility of smart bearings have been investigated.  This work has been reported in Chapter 3.
KW  - Bridge bearings
KW  - Costs
KW  - Elastomeric bearings
KW  - Feasibility analysis
KW  - Instrumentation
KW  - Literature reviews
KW  - Reliability
KW  - Sensors
KW  - Smart bridge bearings
KW  - Specifications
KW  - State of the art
UR  - http://ntl.bts.gov/lib/25000/25000/25033/Smart_Bearings_Final_Report.pdf
UR  - https://trid.trb.org/view/771809
ER  - 

TY  - CONF
AN  - 01019105
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Bared, Joe G
AU  - Edara, Praveen K
TI  - Simulated Capacity of Roundabouts and Impact of Roundabout Within a Progressed Signalized Road
PY  - 2005/12
IS  - E-C083
SP  - 23p
AB  - Many intersections in the urban areas are signalized. As roundabouts are beginning to multiply, they are being considered adjacent to signalized intersections and for replacing some signalized intersections. Traffic simulation has been used to study the performance of both signalized and un-signalized intersections. This research uses simulation to study the traffic impacts of roundabouts. In this paper, two problems are studied. Firstly, urban single lane and dual lane roundabouts are modeled in VISSIM traffic simulation software. Simulation results are compared with the results of RODEL (empirical model) and aaSIDRA (analytical model). Comparison with real data collected from various sites in United States shows that VISSIM results are closer to the real data than the RODEL and aaSIDRA results. Secondly, the impact of signalized intersection proximity to roundabouts is studied using the developed model. More specifically, the impact of coordinated signalized arterial when a roundabout is inserted within an arterial corridor is studied. Results of average delay measures are comparable to the signalization alternative when the roundabout is operating below capacity. However, at heavy volumes, when the roundabout is operating at capacity, then the performance of signalization is slightly better.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - aaSIDRA
KW  - Analytical models
KW  - Arterial highways
KW  - Double lane roundabouts
KW  - Empirical methods
KW  - Highway capacity
KW  - Highway traffic
KW  - Proximity
KW  - RODEL
KW  - Roundabout capacity
KW  - Roundabouts
KW  - Signalized intersections
KW  - Traffic delays
KW  - Traffic signal control systems
KW  - Traffic simulation
KW  - Urban highways
KW  - VISSIM (Computer model)
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775551
ER  - 

TY  - CONF
AN  - 01019101
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Sides, Ken
AU  - Seals, John
AU  - Wallwork, Michael
TI  - Impact Study: Conversion of Three Signalized Intersections and Three Stop-controlled Intersections to Modern Roundabouts on Cleveland Street in Clearwater, Florida
PY  - 2005/12
IS  - E-C083
SP  - 106p
AB  - This study examines the impacts of converting three signalized intersections and three stop-controlled intersections to modern roundabouts. Five areas of impact are examined: traffic impacts, safety impacts, environmental impacts, social impacts and cost impacts. To the extent practical, impacts are quantified. Where possible, impacts are also monetized. Sixty-nine impacts are identified and evaluated: sixty-four in non-monetary terms and five in monetary terms. The impacts expressed in monetary terms are factored into a comprehensive benefit-cost analysis resulting in a Net Present Value of $39,492,884 and a Benefit/Cost Ratio of 34.5. Analysis of the impacts expressed in non-monetary terms resulted in a Non-monetary Benefit/Cost Ratio of 44. In the absence of a well established, authoritative precedent, this study also sets forth a comprehensive approach to identifying and examining the impacts of converting a conventional cross intersection to a modern roundabout.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Benefit cost analysis
KW  - Clearwater (Florida)
KW  - Conversion
KW  - Costs
KW  - Economic impacts
KW  - Environmental impacts
KW  - Highway safety
KW  - Highway traffic
KW  - Highway traffic control
KW  - Roundabouts
KW  - Signalized intersections
KW  - Social impacts
KW  - Stop controlled intersections
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775380
ER  - 

TY  - CONF
AN  - 01019099
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Sarchet, Richard
TI  - A Study of the Safety Effects of Signalizing Intersections on Colorado State Highways
PY  - 2005/12
IS  - E-C083
SP  - 63p
AB  - This presentation discusses a systematic before and after accident history analysis for 112 intersections on the Colorado State Highway system which became signalized. Topics include: Reasons for Signalization; Site Selection; Data Collection; Description of the Analysis; and Safety Effects. The presentation discusses the general conclusions regarding the safety of signalization and recommendations for countermeasures and alternatives.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Before and after studies
KW  - Colorado
KW  - Countermeasures
KW  - Crash analysis
KW  - Data collection
KW  - Highway safety
KW  - History
KW  - Intersections
KW  - Recommendations
KW  - Signalized intersections
KW  - State highways
KW  - Traffic safety
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775442
ER  - 

TY  - CONF
AN  - 01019098
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
TI  - National Roundabout Conference: 2005 Proceedings
PY  - 2005/12
IS  - E-C083
SP  - v.p.
AB  - The National Roundabout Conference took place in Vail, Colorado, May 22-25, 2005.  It was sponsored by the Transportation Research Board and the Federal Highway Administration.  The conference covered the following topics, as described in section headings: use in a range of settings, urban to rural and low speed to high speed; design elements in safety; U.S. methods of estimating safety and operational impacts and redefining design criteria; safety measures; use in an urban constrained environment; alternative analysis comparing all intersection alternatives; roundabout experience and practice; how we did it - evaluation, design and completion; making roundabouts work in a mixed environment; signs, paint, illumination, landscaping; pedestrians; modeling, evaluation, capacity; Department of Transportation policy and procedure development; and public involvement and outreach.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Alternatives analysis
KW  - Conferences
KW  - Estimating
KW  - Evaluation
KW  - Highway design
KW  - Highway operations
KW  - Highway safety
KW  - Highway traffic control
KW  - Intersections
KW  - Landscaping
KW  - Lighting
KW  - Modeling
KW  - Outreach
KW  - Paint
KW  - Pedestrians
KW  - Policy
KW  - Procedures
KW  - Public participation
KW  - Roundabout capacity
KW  - Roundabouts
KW  - Rural areas
KW  - Safety
KW  - Traffic signs
KW  - Traffic speed
KW  - Urban areas
KW  - Vehicle mix
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775163
ER  - 

TY  - CONF
AN  - 01019097
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Lutkevich, Paul
AU  - Hasson, Patrick
TI  - An Examination and Recommendation for Current Practices in Roundabout Lighting
PY  - 2005/12
IS  - E-C083
SP  - 15p
AB  - In 2000, the Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) sponsored an international scan on the topic of roadway lighting. One of the topics covered in the international scan was roundabout lighting design practices. At the same time, the FHWA was actively promoting the use of roundabout intersections in the United States based on their safety and operational benefits. On return from the international scan, it was observed that there were a wide variety of practices with regard to roundabout lighting and that there was not a uniform understanding about what the recommended design practice should be. In response to this the Illuminating Engineering Society of North America (IESNA) Roadway Lighting Committee created a subcommittee to examine this issue and develop design guidelines for roundabout lighting. The authors of this paper are both members of the subcommittee. The current study was initiated in support of the IESNA effort in order gather information on the specific practices for lighting roundabouts in the United States and to obtain a better quantitative understanding of what constitutes a well lit roundabout in order to assist the IESNA in developing practical guidelines. The study evaluates the lighting at four roundabout sites with different levels of lighting and different lighting configurations. In addition to assessing general visibility criteria, the project examined overall roadway and pedestrian visibility. Various methods for collecting data are described and computer modeling results are presented.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Computer models
KW  - Data collection
KW  - Design
KW  - Illuminating Engineering Society of North America
KW  - Lighting
KW  - Pedestrians
KW  - Roundabouts
KW  - United States
KW  - Visibility
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775440
ER  - 

TY  - CONF
AN  - 01019092
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Kyte, Michael
AU  - Dixon, Michael P
AU  - List, George
AU  - Flannery, Aimee
AU  - Rodegerdts, Lee
TI  - Data Collection and Extraction
PY  - 2005/12
IS  - E-C083
SP  - 36p
AB  - In 2002, a team led by Kittelson & Associates, Inc., was selected to lead a study of roundabouts in the United States. One of the primary objectives of this study, funded through the National Cooperative Highway Research Program and noted as NCHRP 3-65, is to develop a new set of predictive models to estimate the safety and operational impacts of roundabouts. In order to model driver behavior and performance, it is necessary to have information on how drivers behave when using traffic facilities of various designs and characteristics. Thus one of the important elements of this study was to assemble a database of facility operation and safety for a wide variety of roundabout sites in the United States. In this paper, the authors describe their process for collecting, extracting, and summarizing data at roundabouts. The data were collected during the spring and summer 2003, and were extracted and summarized during the fall 2003 and winter 2004. This database is now the largest that has ever been assembled for roundabouts in the United States. Section 2 of this paper provides an overview of the characteristics of the more than 300 modern roundabouts that exist today in the United States. Section 3 describes the process that was used to collect and record data in the field. Section 4 describes how the data were extracted from the field records. Section 5 describes the database that has now been assembled.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Behavior
KW  - Data collection
KW  - Data extraction
KW  - Databases
KW  - Drivers
KW  - Forecasting
KW  - Highway operations
KW  - Highway safety
KW  - Highway traffic control
KW  - Roundabouts
KW  - United States
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775169
ER  - 

TY  - CONF
AN  - 01019090
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Ariniello, Alex J
TI  - Are Roundabouts Good for Business?
PY  - 2005/12
IS  - E-C083
SP  - 13p
AB  - This paper discusses the implementation of a series of four roundabouts on a suburban arterial serving a strip commercial area. The project is located on South Golden Road which is one of Golden, Colorado’s primary commercial arterial corridors. With four through lanes and a center turn lane, it handled through traffic, but access from business and side streets was a significant problem. Plans for a new shopping center elevated citizens concerns about traffic in the corridor. In designing improvements for the corridor, the City wished to slow traffic, improve access, safety and aesthetics. The roundabouts were constructed in 1998 - 1999 and were fully operational in late 1999. This paper shows how a series of roundabouts can be implemented in a commercial arterial corridor to provide a more aesthetically pleasing area, while maintaining traffic flow and providing additional pedestrian protection. Before and after data demonstrates the changes in traffic volumes, accidents and economic activity. The series of urban roundabouts in series resulted in a corridor where traffic moves slowly, vehicles experience little delay at major intersections, and pedestrians can readily access the many businesses in the area. The net result is a vibrant commercial corridor.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Access
KW  - Aesthetics
KW  - Arterial highways
KW  - Businesses
KW  - Commercial strips
KW  - Golden (Colorado)
KW  - Highway traffic
KW  - Highway traffic control
KW  - Pedestrian safety
KW  - Roundabouts
KW  - Shopping centers
KW  - Suburbs
KW  - Traffic calming
KW  - Traffic crashes
KW  - Traffic flow
KW  - Traffic safety
KW  - Traffic speed
KW  - Traffic volume
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775405
ER  - 

TY  - CONF
AN  - 01019087
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Waddell, Edmund
AU  - Albertson, James
TI  - The Dimondale Mini: America’s First Mini-Roundabout
PY  - 2005/12
IS  - E-C083
SP  - 18p
AB  - America’s first mini-roundabout opened to traffic May 30, 2001, at the corner of Creyts Road and East Road, in the Village of Dimondale, Michigan: a suburb of Lansing. This report describes Dimondale’s project development effort, public involvement and acceptance, crash and delay performance, construction and maintenance issues, costs, and cost/benefit analysis. This paper is not intended as design guidance, but to share the lessons of this initial experience. The authors hope that other practitioners considering roundabouts in low-speed locations with constrained right-of-way - and constrained budget - will find this information helpful.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Acceptance
KW  - Benefit cost analysis
KW  - Costs
KW  - Development
KW  - Dimondale (Michigan)
KW  - Highway maintenance
KW  - Highway safety
KW  - Highway traffic control
KW  - Miniroundabouts
KW  - Public participation
KW  - Road construction
KW  - Roundabouts
KW  - Suburbs
KW  - Traffic crashes
KW  - Traffic safety
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775378
ER  - 

TY  - CONF
AN  - 01019086
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Brilon, Werner
TI  - Roundabouts : A State of the Art in Germany
PY  - 2005/12
IS  - E-C083
SP  - 15p
AB  - Today, Germany has 15-years of experience with different kinds of modern roundabouts. In addition to that, large conventional roundabouts have been used for 70 years. Modern roundabouts include compact single-lane roundabouts with diameters between 26 and 40 m; mini-roundabouts with a traversable island and diameters between 13 and 25 m; and larger roundabouts (40 -60 m) with 2-lane access for cars and single-lane operation for trucks. All these types turned out to be very successful regarding both traffic safety and capacity. On the other side the traditional larger 2-lane roundabouts have significant safety problems. The paper describes the German experience from a long series of research projects regarding traffic safety, capacity, and traffic performance estimation as well as geometric design.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Automobiles
KW  - Estimating
KW  - Geometric design
KW  - Germany
KW  - Highway capacity
KW  - Highway safety
KW  - Highway traffic
KW  - Performance
KW  - Roundabout capacity
KW  - Roundabouts
KW  - Single lane traffic
KW  - State of the art
KW  - Traffic safety
KW  - Trucks
KW  - Two lane highways
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775382
ER  - 

TY  - CONF
AN  - 01019074
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Mereszczak, Yuri
AU  - Dixon, Michael P
AU  - Kyte, Michael
AU  - Rodegerdts, Lee
AU  - Blogg, Miranda
TI  - Incorporating Exiting Vehicles in Capacity Estimation at Single-Lane U.S. Roundabouts
PY  - 2005/12
IS  - E-C083
SP  - 25p
AB  - The current model used in the U.S. to predict approach capacity at a single-lane roundabout utilizes information about entry driver behavior in relation to the circulating stream of traffic only. No procedure is currently in place for incorporating exiting vehicles in capacity estimation. Exiting vehicles have been shown to have an effect on capacity at roundabout approaches in other countries, but it is not known what effect, if any, exiting vehicles have at roundabout approaches in the U.S. The purpose of this research effort is to determine if the incorporation of exiting vehicles improves capacity estimation at a roundabout approach, and to explain capacity prediction errors through the examination of particular geometric and flow parameters that govern entry and exiting vehicle interactions. Approach capacities were estimated using HCM Equation 17-70, with and without the incorporation of exiting vehicles, and compared to measured field capacities. The findings presented in this report demonstrate that capacity estimates with exiting vehicles result in improved prediction of the actual capacity of a roundabout approach over estimates without exiting vehicles. It was determined that the parameters proportion of exiting vehicles in the major stream and the width of the splitter island provide some explanation of capacity prediction errors, but exactly how the parameters should be incorporated into the capacity prediction process needs to be further explored.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Estimating
KW  - Exiting vehicles
KW  - Forecasting
KW  - Highway traffic
KW  - Roundabout capacity
KW  - Roundabouts
KW  - Single lane traffic
KW  - Traffic flow
UR  - https://trid.trb.org/view/775543
ER  - 

TY  - CONF
AN  - 01019073
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Inman, Vaughan W
AU  - Davis, Gregory W
AU  - Sauerburger, Dona
TI  - Roundabout Access for Visually Impaired Pedestrians: Evaluation of a Yielding Vehicle Alerting System for Double-Lane Roundabouts
PY  - 2005/12
IS  - E-C083
SP  - 18p
AB  - Two experiments evaluated the feasibility of a pavement treatment to alert blind pedestrians when vehicles have yielded to them at double-lane roundabouts. The first experiment was conducted on a closed course with seven visually impaired individuals. The pavement treatment resulted in significantly more and quicker yield detections than the control condition. However, the number of false positive detections was problematic. The second experiment was conducted at an operating double-lane roundabout with five of the participants from the first study. In the field, the pavement treatment was not effective, probably because the majority of vehicles that yielded did not reach the treated area before stopping. The results were not encouraging for the development of alerting systems at double-lane roundabouts. The challenges to be overcome before an alerting system might be feasible are discussed.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Access
KW  - Blind persons
KW  - Detectors
KW  - Double lane roundabouts
KW  - Highway safety
KW  - Highway traffic control
KW  - Human subject testing
KW  - Pavements
KW  - Pedestrian movement
KW  - Pedestrian safety
KW  - Pedestrians
KW  - Roundabouts
KW  - Visually impaired persons
KW  - Yielding
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775445
ER  - 

TY  - RPRT
AN  - 01019067
AU  - Washington, Simon P
AU  - Cheng, Wen
AU  - University of Arizona, Tucson
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - High Risk Crash Analysis
PY  - 2005/12//Final Report
SP  - 154p
AB  - In agencies with jurisdiction over extensive road infrastructure it is common practice to select and rectify hazardous locations.  Improving hazardous locations may arise during safety management activities, during maintenance activities, or as a result of political pressures and/or public attention.  Commonly a two-stage process is used.  In the first stage the past accident history of all sites is reviewed to screen a limited number of high-risk locations for further examination.  In the second stage the selected sites are studied in greater detail to devise cost-effective remedial actions or countermeasures for a subset of correctable sites.  Due often to limited time and resources constraints and the extensive number of candidate sites typically considered in such endeavors, it is impractical for agencies to examine all sites in detail.  The current Arizona Local Government Safety Project Analysis Model (ALGSP) is intended to facilitate conducting these procedures by providing an automated method for analysis and evaluation of motor vehicle crashes and subsequent remediation of 'hot spot' or 'high risk' locations.  The software is user friendly and can save lots of time for local jurisdictions and governments such as Metropolitan Planning Organizations (MPOs), counties, cities, and towns.  Some analytical improvements are possible, however.  The objective of this study was to provide recommendations that will lead to improvement in the accuracy and reliability of the ALGSP software for identifying true 'hot spots' within the Arizona transportation system or network, be they road segments, ramps, or intersections.  The research resulted in 1) a survey of past and current hot spot identification (HSID) approaches, 2) evaluation of HSID methods and exploration of optimum duration of before-period crash data under simulated scenarios, 3) development of safety performance functions (SPFs) for various functional road sections within Arizona, 4) extended comparisons of alternative HSID methods based on SPFs by using real crash data, and 5) recommendations for improving the identification ability of the current ALGSP model.
KW  - Accuracy
KW  - Arizona Local Government Safety Project Analysis Model
KW  - Countermeasures
KW  - Crash analysis
KW  - Crash data
KW  - Evaluation
KW  - High risk locations
KW  - Highway safety
KW  - Recommendations
KW  - Reliability
KW  - Software
KW  - Traffic crashes
KW  - Traffic safety
UR  - http://apps.azdot.gov/ADOTLibrary/publications/research_notes/PDF/558RN.pdf
UR  - https://trid.trb.org/view/771788
ER  - 

TY  - CONF
AN  - 01019066
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Weinberger, Steve
TI  - Case Study: Blue Lake Roundabout (Humboldt County, California)
PY  - 2005/12
IS  - E-C083
SP  - 4p
AB  - The intersection of Blue Lake Boulevard/Chartin Way in the County of Humboldt, California, is controlled by a modern roundabout, which opened in August of 2002. The intersection serves as the gateway to the City of Blue Lake, a small rural community about 8 miles east of Humboldt Bay, and a transitional point between the town and the freeway interchange. The intersection also serves as the primary access point for an Indian Casino facility which funded the installation of the roundabout. This paper provides a narrative of the project initiation, public review process, design issues, construction phasing and outcome of the project.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Access
KW  - Case studies
KW  - Design
KW  - Freeways
KW  - Humboldt County (California)
KW  - Intersections
KW  - Planning
KW  - Public participation
KW  - Road construction
KW  - Roundabouts
KW  - Rural areas
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775428
ER  - 

TY  - CONF
AN  - 01019064
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Akcelik, Rahmi
TI  - Capacity and Performance Analysis of Roundabout Metering Signals
PY  - 2005/12
IS  - E-C083
SP  - 20p
AB  - This paper describes a method for the analysis of capacity and performance of roundabouts operating with metering signals. When low capacity conditions occur during peak demand flow periods, for example due to unbalanced flow patterns, the use of metering signals is a cost-effective measure to avoid the need for a fully-signalized intersection treatment.  Roundabout metering signals are often installed on selected roundabout approaches and used on a part-time bases since they are required only when heavy demand conditions occur during peak periods.  Metering signals have been used in Australia, the United Kingdom and the United States to alleviate the problem of excessive delay and queuing by creating gaps in the circulating stream.  The Australian roundabout and traffic signal guides acknowledge the problem and discuss the use of metering signals.  The basic principles of the operation of roundabout metering signals are explained.  Case studies of various roundabouts where metering signals were used, or considered for use, have been presented in previous papers by the author.  This paper presents the results of analysis of one of these case studies when operating with metering signals.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Analysis
KW  - Approach control (Roundabouts)
KW  - Australia
KW  - Case studies
KW  - Highway capacity
KW  - Highway traffic control
KW  - Peak hour traffic
KW  - Performance
KW  - Queuing
KW  - Roundabout capacity
KW  - Roundabout metering signals
KW  - Traffic delays
KW  - Traffic flow
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775172
ER  - 

TY  - CONF
AN  - 01019059
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Antoine, Diduer
TI  - The Safety of Roundabouts and Traffic Lights in Belgium
PY  - 2005/12
IS  - E-C083
SP  - 20p
AB  - In some ten years, roundabouts have spread all over Europe and even throughout the world. The Americans also have imported this type of crossroads but, for once, they followed the movement instead of starting it. Three reasons have contributed to this quick growth : a good mark on safety point of view, a progressive cut in the sizes and a central space available for the decoration. If the French architect Eugène Hénard created the idea of roundabout from the beginning of the 20th century, the British first had the idea of roundabout as we know it now. The priority to the "ring" was tested in the late fifties to be widespread in 1996. In the late seventies, the French discovered the roundabout again and, from then on, the roundabout got a worldwide reputation in the late eighties and nineties. Some years after that flooding wave in Belgium, it's interesting to stop for a while, to assess these roundabouts and to compare them with the French roundabouts and with the traffic lights.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Belgium
KW  - Europe
KW  - Evaluation
KW  - France
KW  - Highway safety
KW  - Highway traffic control
KW  - Roundabouts
KW  - Traffic safety
KW  - Traffic signals
KW  - United Kingdom
KW  - United States
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775171
ER  - 

TY  - CONF
AN  - 01019058
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Baranowski, Bill
TI  - Pedestrian Crosswalk Signals at Roundabouts: Where are they Applicable?
PY  - 2005/12
IS  - E-C083
SP  - 15p
AB  - The proposed American Disability Act (ADA) Guidelines have recommended that traffic signals be located at all roundabout crosswalks to improve pedestrian safety and to allow for the crossing of the visually impaired. There are many roundabout locations that may warrant a pedestrian signal and this paper shows some recent examples of successful installations and one roundabout location where the pedestrian signal was subsequently removed. Mid-block crossing signal warrants are described in the USA and the UK. Many engineers and planners feel that the decision of whether to install pedestrian crosswalk signals at a roundabout should be based on engineering judgment and warrants and should not be mandated by a blanket policy. This paper includes: Introduction to modern roundabouts; US Access Board proposed guidelines at roundabouts; Pedestrian signal thresholds/warrants in Great Britain and the USA; Examples of roundabouts with pedestrian crosswalk signals; Mid-block crossings at roundabouts; and Insurance Institute for Highway Safety response to requiring crosswalk signals at roundabouts.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Americans with Disabilities Act
KW  - Crosswalks
KW  - Highway safety
KW  - Highway traffic control
KW  - Insurance Institute for Highway Safety
KW  - Midblock crossings
KW  - Pedestrian actuated controllers
KW  - Pedestrian movement
KW  - Pedestrian safety
KW  - Roundabouts
KW  - Traffic signals
KW  - U.S. Access Board
KW  - United Kingdom
KW  - United States
KW  - Visually impaired persons
KW  - Warrants (Traffic control devices)
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775446
ER  - 

TY  - CONF
AN  - 01019053
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Kennedy, J V
AU  - Peirce, J
AU  - Summersgill, I
TI  - Review of Accident Research at Roundabouts
PY  - 2005/12
IS  - E-C083
SP  - 14p
AB  - Roundabouts have been a key form of junction in the UK for many years. They are used on all classes of road in both urban and rural areas for the efficient and safe control of traffic, particularly where side road flows are high. Roundabouts are the most common type of control used at motorway intersections, and are heavily used throughout the UK’s trunk and principal road network, as well as on local authority roads. Following a state-of-the-art review of international roundabout design, this paper reviews the research into accidents at roundabouts in the light of issues for the revised UK Geometric Design Standard. In order to meet the needs of modern roads, the revised Standard is likely to adopt a hierarchical approach, with different designs for roundabouts on rural and urban roads, the intention being to place much greater emphasis on the interests of vulnerable road users.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Drivers
KW  - Highway design
KW  - Highway safety
KW  - Highway traffic control
KW  - Research
KW  - Roundabout design
KW  - Roundabouts
KW  - Rural areas
KW  - Traffic crashes
KW  - Traffic safety
KW  - United Kingdom
KW  - Urban areas
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775168
ER  - 

TY  - CONF
AN  - 01019049
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Weber, Philip
AU  - Richie, Scott
TI  - Internationally Recognized Roundabout Signs
PY  - 2005/12
IS  - E-C083
SP  - 25p
AB  - The process of navigating a roundabout involves acquiring and processing information from the geometry of the road, from pavement markings, and from signs. All three elements should be designed and located in order to minimize detection, reading and processing time, and maximize comprehension and ability for motorists to perform the tasks of navigation, guidance and vehicle control. Signs at all roundabouts should aid in detecting the presence of the roundabout ahead, deciding on a destination or exit leg, and slowing to an appropriate speed. Signs at multi-lane roundabouts should also aid in deciding on the correct entry lane. In the United States sign use is regulated through the federal Manual on Uniform Traffic Control Devices (MUTCD) and its state supplements. In Canada, the Canadian MUTCD and various provincial guides such as the Ontario Traffic Manual (OTM) regulate sign use. While these documents detail the application of regulatory and warning signs, they do not yet provide much guidance on specific signs exclusively used for roundabouts, in particular guide signs. This paper proposes that the principles used in designing guide signs in countries where roundabouts are more widespread than in North America be employed. This takes advantage of international expertise while still complying with regulatory and warning signs in the MUTCD. In particular, guide signing practice in the United Kingdom (U.K.) is referenced. The U.K. has pioneered the use of roundabouts, and has more complex, multi-lane designs on high-speed approaches than any other country. The roundabout guide signs discussed in this paper are the: 1. Map-Type Roundabout sign, 2. Lane Assignment sign, and 3. Flag-Type Exit sign. With use of these guide signs, this paper also makes recommendations concerning other signs currently being used at roundabouts: ROUNDABOUT AHEAD, YIELD AHEAD, YIELD, KEEP RIGHT, and ONE-WAY signs. Finally, this paper lists locations for advance signs for roundabouts, including multi-lane roundabouts.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Canada
KW  - Comprehension
KW  - Driving
KW  - Guide signs
KW  - Human information processing
KW  - International
KW  - Manual on Uniform Traffic Control Devices
KW  - Multilane highways
KW  - One way traffic
KW  - Ontario Traffic Manual
KW  - Roundabout entry lane
KW  - Roundabout signs
KW  - Roundabouts
KW  - Speed
KW  - Traffic signs
KW  - United Kingdom
KW  - United States
KW  - Yield signs
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775434
ER  - 

TY  - CONF
AN  - 01019048
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Stanek, David
AU  - Milam, Ronald T
TI  - High-Capacity Roundabout Intersection Analysis: Going Around in Circles
PY  - 2005/12
IS  - E-C083
SP  - 12p
AB  - Roundabouts have become increasingly popular in recent years as an innovative operational and safety solution at both low volume and high volume intersections. And while tools are available for evaluating roundabout intersection operations, the answers provided by these tools can vary widely. This is particularly true for high-capacity roundabouts (that is, those with flared entry or double lanes). In the U. S., the benefits to installing single-lane roundabouts compared to signalized intersections have been demonstrated, but relatively few high-capacity roundabouts have been built. It is unclear how well the high-capacity roundabout will operate and under which circumstances it will perform better than a signalized intersection. This paper compares the capacity analysis suggested in the FHWA roundabout guidelines with the results of the analysis software packages RODEL, aaSIDRA, VISSIM, and Paramics. The macroscopic models RODEL and aaSIDRA apply formulas based on observed data from U. K. and Australia, respectively. These models use roadway geometry and/or driver behavior to estimate intersection capacity. The microscopic models VISSIM and Paramics simulate individual driver decisions in navigating the roadway network using a stochastic process. As a result, the microscopic model can be more closely calibrated to observed traffic conditions. The authors have found that the macroscopic models may not accurately measure multi-lane roundabout operations in all cases because these models lack sensitivity related to the effects of roadway geometry and gap acceptance. Microsimulation models were found to provide more accurate and reasonable results in this study, but required detailed calibration to accurately represent roundabouts with unique characteristics such as skewed approaches or closely-spaced intersections.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Analysis
KW  - Behavior
KW  - Double lane roundabouts
KW  - Drivers
KW  - Evaluation
KW  - Gap acceptance
KW  - Geometric segments
KW  - High capacity
KW  - Highway traffic
KW  - Intersection capacity
KW  - Macroscopic traffic flow
KW  - Microscopic traffic flow
KW  - Microsimulation
KW  - Modeling
KW  - Roundabout capacity
KW  - Roundabouts
KW  - Signalized intersections
KW  - Single lane traffic
KW  - Software packages
KW  - Traffic characteristics
KW  - Traffic volume
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775448
ER  - 

TY  - CONF
AN  - 01019047
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Kliska, Jody
AU  - Winn, Kristin
TI  - The 'Sock Puppet' and Other Lessons Learned in Grand Junction, Colorado
PY  - 2005/12
IS  - E-C083
SP  - 13p
AB  - Grand Junction’s approach to public participation in the consideration of roundabouts is founded upon the principles taught by Hans and Annemarie Bleiker in their “Systematic Development of Informed Consent” (SDIC) and uses a variety of tools for getting the message out to affected interests. This paper outlines the development of informed consent and the public participation process as it has been applied to the design and construction of roundabouts, and describes the hits, the misses and the lessons learned on Grand Junction's circuitous journey.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Design
KW  - Grand Junction (Colorado)
KW  - Highway traffic control
KW  - Informed consent
KW  - Lessons learned
KW  - Public participation
KW  - Public relations
KW  - Road construction
KW  - Roundabouts
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775552
ER  - 

TY  - CONF
AN  - 01019046
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Inman, Vaughan W
AU  - Katz, Bryan J
TI  - Navigation Signing for Roundabouts
PY  - 2005/12
IS  - E-C083
SP  - 20p
AB  - The focus of this study was on navigational signage that is intended to assist motorists to anticipate the correct roundabout exit and to select an appropriate approach lane for that exit. The objective was to support recommendations on double-lane roundabout signage to the Federal Highway Administration’s Manual on Uniform Traffic Control Devices Team and to the National Committee on Uniform Traffic Control Devices (NCUTCD). The Traffic Control Devices Pooled Fund Study identified the need for this research. Four currently used navigation-signing methods (Conventional, Maryland, Diagrammatic, and New York) were evaluated. In the study, volunteer participants were shown guide signs and markings in a roundabout context and asked to identify which lane they should be in and which exit they should use for a given destination. Response correctness, speed, and confidence for lane choices and leg identifications were assessed. Overall, the conventional and diagrammatic signs yielded the best performance, particularly with respect to participants’ reaction time and decision confidence. The current NCUTCD markings subcommittee recommendations for lane control markings were used in the contextual stimuli presented to participants. For all navigation sign types, lane selection performance was below 70 percent correct, and not far from chance given the assumption that in the absence of other information drivers would use the left lane for left turns, the right lane for right turns, and either lane to continue straight through. Further research is recommended to determine whether the current recommended markings are sufficient for driver comprehension.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Approach lanes
KW  - Comprehension
KW  - Decision making
KW  - Double lane roundabouts
KW  - Drivers
KW  - Driving
KW  - Guide signs
KW  - Human subject testing
KW  - Lane distribution
KW  - Manual on Uniform Traffic Control Devices
KW  - National Committee on Uniform Traffic Control Devices
KW  - Reaction time
KW  - Road markings
KW  - Roundabout exits
KW  - Roundabouts
KW  - Traffic lanes
KW  - Traffic signs
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775439
ER  - 

TY  - RPRT
AN  - 01019036
AU  - Federal Highway Administration
TI  - Archived Data Management Systems: A Cross-Cutting Study. Linking Operations and Planning Data
PY  - 2005/12
SP  - 52p
AB  - This report documents the results of case studies conducted to examine the benefits of archived Intelligent Transportation Systems- (ITS-)generated data. Benefits noted in this report range from measuring and analyzing performance of freeway systems more quickly and efficiently to supporting planning for operations with more readily available data, as well as supplementing governmental reporting systems. In addition, this report documents the results of interviews with project staff and key archived data users to provide readers with implementation challenges and lessons learned from practitioners experienced in Archived Data Management System (ADMS)  deployment and usage. Although the terms “ITS data archive” and “ADMS” are frequently used almost interchangeably, the two are actually distinct entities. An ITS data archive is the repository (typically a database) in which data collected by ITS are stored. An example of an ITS data archive would be stored travel times for buses along a given route that are collected by the agency’s automatic vehicle location (AVL) system. An ADMS is an application that takes the data from the archive and analyzes them or formats them in a way to facilitate subsequent analysis. An application that extracts the AVL data described in the previous example and analyzes them to help planners prepare congestion or travel time reports is an example of an ADMS. ADMSs provide the crucial linkage between the sources of real-time ITS data and archived data users.
KW  - Analysis
KW  - Automatic vehicle location
KW  - Bus transit
KW  - Data banks
KW  - Data storage
KW  - Deployment
KW  - Freeway management systems
KW  - Implementation
KW  - Intelligent transportation systems
KW  - ITS program applications
KW  - Lessons learned
KW  - Links (Networks)
KW  - Operations
KW  - Real time information
KW  - Traffic congestion
KW  - Transportation planning
KW  - Travel time
KW  - Utilization
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14128.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14128/14128.pdf
UR  - https://trid.trb.org/view/775591
ER  - 

TY  - CONF
AN  - 01019035
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Akcelik, Rahmi
TI  - Roundabout Model Calibration Issues and a Case Study
PY  - 2005/12
IS  - E-C083
SP  - 26p
AB  - This paper discusses issues related to calibration of models for analyzing roundabout capacity and performance.  A traffic model framework is presented to help with assessment of traffic models in a general framework, considering all aspects of models relevant to roundabout operation.  While the discussion focuses on analytical models, the issues raised are also relevant to microsimulation models.  Discussion on roundabout models should not concentrate on capacity alone, and instead, modeling requirements for estimating both capacity and performance (delay, queue length, etc.) should be considered together.  Various aspects of field observations relevant to the calibration effort are discussed.  These include issues related to the definition and measurement of capacity, delay and queue length, including the effect of unequal lane utilization.  Delay criteria for level of service definition are also discussed.  Two basic calibration methods that can be used for gap-acceptance and linear regression methods are described.  Further aspects of model calibration discussed include the environment factor, adjustment for the arrival flow / circulating flow ratio, lane utilization factor, heavy vehicle factor, driver response time and calibration of models for operating cost, emissions and fuel consumption.  A case study is presented to compare capacity estimates from the gap-acceptance and linear-regression methods, including a calibration example.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Analysis
KW  - Calibration
KW  - Case studies
KW  - Drivers
KW  - Environment
KW  - Exhaust gases
KW  - Fuel consumption
KW  - Gap acceptance
KW  - Heavy vehicles
KW  - Lane distribution
KW  - Level of service
KW  - Linear regression analysis
KW  - Measurement
KW  - Microsimulation
KW  - Operating costs
KW  - Performance
KW  - Queuing
KW  - Reaction time
KW  - Roundabout capacity
KW  - Roundabouts
KW  - Traffic delays
KW  - Traffic models
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775545
ER  - 

TY  - CONF
AN  - 01019033
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Anna, Grana
AU  - Tullio, Giuffre
TI  - Performance Analysis of Roundabouts in Strongly Constrained Environment. Case Studies in Urban Areas
PY  - 2005/12
IS  - E-C083
SP  - 9p
AB  - The roundabout installations in urban areas are often conditioned by the existing constraints of different kind (particularly physical and topographical ones), compelling road engineers to make “compromise solutions” compared with the traditional geometric design standards of roundabouts; operational performances and risk conditions, in their turn, can be quite different from those known for modern roundabouts. By the way, similarly to the wide range of local situations, a wide range of geometric layouts can be recognized in the existing not-conforming roundabouts; in these installation operational conditions still maintain some typical roundabout operating characteristics (first of all, traffic along the circulatory roadway), but, on the other hand (for example, for some movements), look like those typical of stop-controlled intersections. The peculiarity of this kind of circular intersections, referred to as “Roundabout Inspired Intersections” (RII) (Granà and Giuffrè, 2004), makes very complex the conceptual formulation of intersection operations. It also increases the uncertainty to evaluate performances of the infrastructural organization, either in terms of efficiency of operational conditions or in regard to road safety. Starting from these considerations, in a previous research (Granà, 2002) the opportunity to define for the subject intersections suitable risk indexes was considered. Moreover, the general goal of this study is to explain and to value traffic operations and driver behaviours at not-conforming roundabouts, as above specified (RII). For this purpose, three real case studies in Palermo City (corresponding to the same number of existing RI intersections), different for geometric layout and for type of give-way control (old priority rule: give way to entering vehicles and off-side priority: give way to circulating vehicles), have been examined. The methodological approach assumes that operational performances at RI Intersections are intermediate between roundabouts and stop-controlled intersections and that methodologies suited to latter types of intersections, applying them to the single movement passing through the intersections, can be used in the analysis of RI Intersections. Although results are not yet generalizable because of the little number of observations, they underline the capability of the suggested methodology to analyze operational conditions and to evaluate performances of atypical not-conforming schemes of intersections, for which a large range of cases can rise depending on traffic demand, geometrical configuration of the intersection and traffic control.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Analysis
KW  - Behavior
KW  - Case studies
KW  - Constraints
KW  - Drivers
KW  - Highway traffic
KW  - Highway traffic control
KW  - Intersections
KW  - Operations
KW  - Performance
KW  - Roundabout inspired intersections
KW  - Roundabouts
KW  - Urban areas
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775379
ER  - 

TY  - CONF
AN  - 01019028
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Richie, Scott
AU  - Lenters, Mark
TI  - High Speed Approaches at Roundabouts
PY  - 2005/12
IS  - E-C083
SP  - 56p
AB  - The rising need of traffic control devices in sprawling suburban and rural areas, which are predominantly connected by higher speed roadways, as well as the rising awareness of the benefits of modern roundabouts has raised the common question in North America of whether roundabouts are appropriate at intersections with high speed approaches. This report identifies and evaluates the perceived concern of placing modern roundabouts on roadways or corridors with high-speed approaches (45 miles per hour or greater). The report takes an engineering standpoint of analyzing several roundabout case studies with high speed approaches found in North America. In short, this report answers the question of whether modern roundabouts are appropriate at intersections with high-speed approaches based on safety research. It also provides recommendations and elements of design for high-speed conditions that are crucial to the safety performance of modern roundabouts.
U1  - National Roundabout ConferenceTransportation Research BoardFederal Highway AdministrationVail,Colorado,United States StartDate:20050522 EndDate:20050525 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Approach lanes
KW  - Approach roads
KW  - High speed ground transportation
KW  - Highway design
KW  - Highway safety
KW  - Highway traffic control
KW  - Intersections
KW  - North America
KW  - Roundabouts
KW  - Traffic engineering
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec083.pdf
UR  - https://trid.trb.org/view/775164
ER  - 

TY  - RPRT
AN  - 01018731
AU  - Miller, John S
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Multimodal Statewide Transportation Planning: A Survey of State Practices
PY  - 2005/12//Final Report
SP  - 71p
AB  - Within the structure of state government, some amount of transportation planning is usually performed within separate modal administrations, which may include aviation, bus, highway, ports, and rail, as well as separate toll agencies. Some states coordinate these planning efforts through a single office responsible for statewide multimodal planning; other states work to achieve such coordination without a centralized unit (described herein as the decentralized approach). To determine if there is value to centralizing statewide multimodal planning efforts within a single office, representatives from 50 states were surveyed regarding the utility of centralized versus decentralized multimodal statewide planning. Responses, in the form of written questionnaires and/or telephone interviews, were obtained from 41 states. Advantages of centralization included consistency of modal plans, better modal coordination (including detection of modal conflicts earlier in the process), an ability to examine the entire transportation system holistically, collective attention brought to smaller modes that otherwise might be overlooked, economies of scale for service delivery and employee development, and a greater likelihood that long-range planning will be performed instead of being eliminated by more immediate tasks (which might occur if such planning were located in an operational division). Advantages of decentralization included greater ease of obtaining modal support for the long range plan since the planners and implementers are in the same functional unit, greater ease of tapping modal-specific expertise, an ability to focus on the most critical mode if one such mode is predominant, and organizational alignment with mode-specific state and federal funding requirements. Equally important were respondents’ explanations of how the question of a centralized versus a decentralized approach may be overshadowed by external factors. These included constraints on how various transportation funds may be spent; the fact that having persons in the same office does not guarantee multimodal coordination; the recommendation that some efforts should be centralized and some should be decentralized; the increasing importance of Metropolitan Planning Organizations (MPOs), districts, and public involvement in planning efforts; and the suggestion that even after a solid analysis of alternatives, there may be cases where the recommendation is the same as what it would have been under traditional planning. In some instances, the use of performance measures may change the recommended approach. Finally, a subset of the free responses indicated that centralized multimodal planning can be beneficial but only if four constraints are met: modal staff work collaboratively, the centralized unit has funding or other authority, necessary modal-specific planning is not eliminated, and there is a clear linkage between the centralized unit and the agencies that perform modal-specific planning such that the latter can implement the recommendations of the former.
KW  - Aviation
KW  - Bus transit
KW  - Coordination
KW  - Decentralization
KW  - Districts and authorities
KW  - Highways
KW  - Interviewing
KW  - Metropolitan planning organizations
KW  - Multimodal transportation
KW  - Ports
KW  - Public participation
KW  - Questionnaires
KW  - Railroads
KW  - Recommendations
KW  - States
KW  - Surveys
KW  - Transportation planning
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r13.pdf
UR  - http://ntl.bts.gov/lib/37000/37200/37274/06-r13.pdf
UR  - https://trid.trb.org/view/775151
ER  - 

TY  - RPRT
AN  - 01015100
AU  - Ohde, Diane
AU  - Arizona Department of Transportation
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Statewide GIS-Based Features Inventory System
PY  - 2005/12//Summary Report
SP  - 15p
AB  - The Arizona Department of Transportation (ADOT) has developed and implemented a component of a Maintenance Management System (MMS) called the Features Inventory System (FIS).  With this system ADOT has the capability of tracking and maintaining an inventory of its highway features.  These features can include anything found on or along a highway such as a guardrail, sign, lighting or other appurtenances.  ADOT also needs to track the inventory of its highway features for the state legislative mandate in the maintenance appropriation (ARS 28-101) to provide level-of-service (LOS) conditions.  These LOS condition measurements only have value if the population of the item, and how much of that population is in compliance, is known.  The FIS interfaces with the LOS System.  In the past, ADOT used numerous methods of tracking the highway features.  Early on, a mainframe system was put in place to track the inventory.  This system is now antiquated and difficult to update, and Maintenance District offices have turned to other technologies including the use of Access databases and Excel spreadsheets.  In order to standardize and bring all of the highway features inventory information into one place, ADOT's Maintenance Section has replaced the antiquated mainframe system with a browser-based system to track, maintain and account for its highway features.  Utilizing funding from this research project, the FIS was built around a comprehensive features inventory database and is a core component of ADOT's MMS.  This new system provides an application that is easier to utilize, and a database to store geographic information and other attributes of the highway features.  This system also provides interfaces to other MMS modules, and is more robust than the mainframe system, incorporating an administrative function that allows key administrators to add new feature types, and define individual attributes for each feature type, as needed.
KW  - Arizona Department of Transportation
KW  - Compliance
KW  - Geographic information systems
KW  - Guardrails
KW  - Highway appurtenances
KW  - Highway features
KW  - Inventory
KW  - Level of service
KW  - Maintenance management
KW  - Street lighting
KW  - Traffic signs
UR  - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ474.pdf
UR  - https://trid.trb.org/view/771575
ER  - 

TY  - RPRT
AN  - 01015068
AU  - Ozyildirim, Celik
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - High-Performance Fiber-Reinforced Concrete in a Bridge Deck
PY  - 2005/12//Final Report
SP  - 18p
AB  - The purpose of this research was to compare the performance of high-performance fiber-reinforced concrete (FRC) with that of conventional concrete in a bridge deck.  FRC is expected to increase toughness, provide enhanced residual strength, and minimize the occurrence and width of cracking in bridge decks.  This report describes the development and testing of concrete mixtures containing synthetic fibers in the laboratory and the plant and the placement in the deck of the bridge carrying Route 11 over the Maury River in Lexington, Virginia.  The deck was on steel beams.  FRC was placed over one of the four piers.  Comparisons with the control section without the fibers over a 5-year period indicated that FRC has fewer and narrower cracks, even though higher shrinkage occurred in the FRC specimens.  Evaluation of fibers in continuous decks, especially over steel beams, should continue.  However, particular attention must be devoted to mixture proportioning, slump, and air content.  Further, the workability lost by the addition of fibers should be regained by the addition of a high-range water-reducing admixture, not water, or durability may decrease.  Fibers can control cracking and minimize corrosion of the reinforcement in the concrete, thus extending the service life of the structure and reducing maintenance costs, leading to substantial savings.
KW  - Air content
KW  - Bridge decks
KW  - Corrosion protection
KW  - Cost effectiveness
KW  - Cracking
KW  - Fiber reinforced concrete
KW  - High performance concrete
KW  - Lexington (Virginia)
KW  - Mix design
KW  - Performance
KW  - Residual strength
KW  - Service life
KW  - Shrinkage
KW  - Slump test
KW  - Toughness
KW  - Water reducing agents
KW  - Workability
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r11.pdf
UR  - http://ntl.bts.gov/lib/37000/37200/37271/06-r11.pdf
UR  - https://trid.trb.org/view/771521
ER  - 

TY  - RPRT
AN  - 01015065
AU  - Ozyildirim, Celik
AU  - Gomez, Jose P
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - First Bridge Structure with Lightweight High-Performance Concrete Beams and Deck in Virginia
PY  - 2005/12//Final Report
SP  - 23p
AB  - This study involved the construction and early performance of the first bridge in Virginia constructed with lightweight high-performance concrete (LWHPC) having a density of 120 lb/cu ft in the beams and deck.  The design strength and permeability were 8,000 psi and 1500 coulombs, respectively, for the beams and 4,000 psi and 2500 coulombs, respectively for the deck.  The concretes were tested for slump, density, air content, compressive strength, flexural strength, permeability, elastic modulus, freeze-thaw durability, and shrinkage.  The effectiveness of using fibers to control cracking over one of the two piers in the continuous deck was also investigated.  The results indicate that LWHPC can be produced such that the material is workable, strong, volumetrically stable, and resistant to cycles of freezing and thawing, thus leading to a long service life with minimal maintenance.  After 4 years of exposure, there was limited cracking in areas both with and without fibers.  LWHPC is recommended for use in beams and decks for reduced weight.  The volumetric method for measuring air content is time-consuming and can cause adverse delays when a continuous deck is placed.  Density measurements to control the air content of the LWHPC are recommended after a relationship is established.  The enhanced durability of LWHPC is expected to lead to extended service life with minimal maintenance costs.  The lower initial cost due to the lighter weight concrete elements and the increase in the service life of the bridge because of the enhanced durability should result in significant savings.
KW  - Air content
KW  - Beams
KW  - Bridge decks
KW  - Compressive strength
KW  - Cost effectiveness
KW  - Density
KW  - Fibers
KW  - Flexural strength
KW  - Freeze thaw durability
KW  - High performance concrete
KW  - Highway bridges
KW  - Lightweight concrete
KW  - Modulus of elasticity
KW  - Permeability
KW  - Service life
KW  - Shrinkage
KW  - Slump test
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r12.pdf
UR  - http://ntl.bts.gov/lib/37000/37200/37272/06-r12.pdf
UR  - https://trid.trb.org/view/771513
ER  - 

TY  - RPRT
AN  - 01027346
AU  - Peng, Zhong-Ren
AU  - Zhu, Yi
AU  - Beimborn, Edward A
AU  - University of Wisconsin, Milwaukee
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the User Impacts of Automatic Vehicle Location Systems in Medium and Small Transit Systems
PY  - 2005/11/30/Final Report
SP  - 85p
AB  - This report investigates the use of Automatic Vehicle Location (AVL) systems to enhance transit performance, management and customer services in medium sized transit agencies, based on surveys conducted in Racine and Waukesha, Wisconsin before and after AVL implementation and in Manitowoc, Wisconsin, a small city without AVL.  The surveys indicate that transit systems with AVL had improved schedule adherence and on-time performance.  Surveys of perceptions of the transit service and the importance of AVL characteristics showed little change comparing with before the AVL was implemented.  Features like improving on time performance, knowing when the bus will arrive, knowing that another bus will be dispatched in case of breakdown are still valued as important to transit users and their decisions to ride more often.  The surveys also indicate that more passenger trips may be realized if better information was offered to users.
KW  - Automatic vehicle location
KW  - Before and after studies
KW  - Bus transit
KW  - Customer service
KW  - Manitowoc (Wisconsin)
KW  - Medium sized transit systems
KW  - On time performance
KW  - Passengers
KW  - Public transit
KW  - Racine (Wisconsin)
KW  - Surveys
KW  - Transit operating agencies
KW  - Waiting time
KW  - Waukesha (Wisconsin)
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/00-01avl-f.pdf
UR  - https://trid.trb.org/view/783256
ER  - 

TY  - ABST
AN  - 01462875
TI  - Predicting and Mitigating Hydroacoustic Impacts on Fish from Pile Installation
AB  - Transportation agencies across the nation are faced with the challenge of meeting the public's increasing demand for efficient transportation systems while reducing the environmental impacts associated with transportation projects. Bridges, ferry terminals, and other structures commonly have driven-pile foundations, and pile-driving is one of the noisiest operations involved in construction. In addition to sound waves produced in air and vibrations in soil, installation of pile foundations and casings may produce significant underwater sound. Aquatic pile-driving generates hydroacoustic pressure impulses and particle velocities that can cause effects on fish ranging from altered behavior, hearing loss, and tissue injuries to immediate mortality. The degree to which an individual fish exposed to sound will be affected is dependent in part on factors such as the species, size, and physical condition of the fish; site-specific conditions; and the duration of the fish's exposure to the noise. Fish kills from pile driving have been noted on both coasts and have resulted in unforeseen impacts to sensitive fishery resources, as well as project delays and additional costs. State DOTs, resource agencies, ports, and the private sector must be able to reasonably predict impact levels that will occur during pile and casing installation and removal projects to devise appropriate mitigation measures.  Because of the lack of available scientific data, agencies are forced to rely on conservative interpretations of existing information including anecdotal data to protect sensitive fish. Most of the work relating to noise impacts on fish has been done with explosives, but because explosives produce pressure waves with unique shapes, intensities, and frequencies, their impacts are not directly comparable to pile driving. There is a need to develop a sound scientific basis to predict impacts and mitigate the negative effects of pile and casing installation and removal projects on fish.  The objective of this project is to develop guidelines for the prediction and mitigation of the negative impacts on fish from underwater sound pressure and particle movement during pile and casing installation and removal.
KW  - Bridges
KW  - Environmental impacts
KW  - Fishes
KW  - Guidelines
KW  - National Cooperative Highway Research Program
KW  - Particles
KW  - Pile foundations
KW  - Research projects
KW  - Soil structure interaction
KW  - Sound transmission
KW  - Transportation policy
KW  - Underwater sound
KW  - Vibration control
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=763
UR  - https://trid.trb.org/view/1231099
ER  - 

TY  - ABST
AN  - 01462960
TI  - Research for AASHTO Standing Committee on Highways. Task 211. Scoping Study for an AASHTO Guide on Accelerating Project Delivery
AB  - There is a need to find and document opportunities for reducing delays at each stage of the project delivery process and through an overall coordinated approach. This study will outline the tasks and resources necessary to develop an AASHTO Guide on Accelerating Project Delivery. A request for letters of interest has been issued for this project.
KW  - Coordination
KW  - National Cooperative Highway Research Program
KW  - On time performance
KW  - Project management
KW  - Research projects
KW  - Time management
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1537
UR  - https://trid.trb.org/view/1231185
ER  - 

TY  - RPRT
AN  - 01032960
AU  - Padlo, Patrycja T
AU  - Mahoney, James
AU  - Aultman-Hall, Lisa
AU  - Zinke, Scott
AU  - University of Connecticut, Storrs
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Correlation of Nuclear Density Readings with Cores Cut from Compacted Roadways
PY  - 2005/11/21/Final Report
SP  - 83p
AB  - A field procedure for use of the nuclear density gauge was developed that resulted in nuclear gauge density data closely resembling in-place density obtained from cores. Procedural recommendations intended to improve its accuracy were made. The nuclear gauge data were collected on seven sites during Connecticut Department of Transportation pavement construction projects in 2003 and 2004. The findings indicate that the six individual nuclear gauge density units used for this study do not produce similar results and do not consistently correlate with core densities. The differences between the core density values obtained by the three laboratories and the nuclear gauge readings were significantly higher than the 0.1% maximum theoretical density (MTD) reported accuracy currently used by Connecticut Department of Transportation (ConnDOT) for acceptance on projects. Significant variation was also found between the results of core density samples obtained by three different laboratories on the same samples. In addition, the variability of the nuclear density gauge error differed not only from gauge to gauge, but also from location to location and is present for both nuclear gauge density testing modes (backscatter versus thin lift). The effect of the nuclear gauge orientation during testing with respect to the new mat was statistically different but very small; the mean difference was 0.05% of MTD. When the nuclear gauge was in the longitudinal direction, the density reading was slightly higher than those taken in the transverse direction. The time recording interval for the nuclear gauge was found to be relatively significant with respect to minimizing the difference between the nuclear gauge densities and core densities. The longer the recording time interval for the nuclear density gauge, the smaller the difference between the core density values and nuclear gauge densities. If the nuclear gauge continues to be used for project Quality Assurance, it is recommended that the recording time interval be 1-minute and that the acceptance reported accuracy be set to 1% of MTD. A new project-by-project nuclear gauge density correction procedure that requires 10 cut cores to improve accuracy is presented in this report.
KW  - Accuracy
KW  - Asphalt mixtures
KW  - Cores (Specimens)
KW  - Correlation analysis
KW  - Data collection
KW  - Field tests
KW  - Hot mix asphalt
KW  - Maximum theoretical density
KW  - Nuclear density
KW  - Nuclear density gages
KW  - Nuclear gauge correlation
KW  - Pavements
KW  - Paving
KW  - Quality assurance
UR  - http://docs.trb.org/01032960.pdf
UR  - https://trid.trb.org/view/788441
ER  - 

TY  - RPRT
AN  - 01011109
AU  - St Martin, Anna
AU  - Shilbayeh, Samih
AU  - Milton, John
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Institutionalizing Flexibility in Transportation Design--Washington
PY  - 2005/11/15/Research Report
SP  - 16p
AB  - The Washington State Department of Transportation (WSDOT) has initiated a multi-faceted, multidisciplinary approach to institutionalizing the processes of Context-Sensitive Design/Context-Sensitive Solutions (CSD/CSS) into all highway projects.  The concepts of CSD/CSS are not always fully understood and have been construed at times as a license to drop the level of safety standards regardless of the needs and contexts of the facility.  As a state highway agency WSDOT, with its partners has focused on defining the philosophy and concepts of CSD/CSS, creating a consistent approach to developing and implementing projects and training staff and partner agencies to improve understanding and to allow for the dissemination of information to stakeholders regarding the CSD/CSS approach.  This paper emphasizes the necessity of CSD/CSS as a way of doing business, ensuring that the practice of designing transportation facilities involves an informed, balanced approach that considers safety, aesthetics, and community needs.  Experience has shown WSDOT that to be successful requires support from the top of the agency.  This was memorialized in an Executive Order detailing WSDOT's CSD/CSS approach.  Two documents were developed.  The first to improve stakeholder and partner interaction and communication and the second to better define the concept, trade-offs, and considerations when flexibility in design is part of the project development process.  Preliminary results of research on CSD have shown that safe and aesthetically attractive features and contextual designs can be developed to meet the varied needs of project stakeholders.
KW  - Aesthetics
KW  - Communication
KW  - Context sensitive design
KW  - Highway design
KW  - Highway safety
KW  - Project development
KW  - Stakeholders
KW  - Washington (State)
UR  - https://trid.trb.org/view/767449
ER  - 

TY  - ABST
AN  - 01462959
TI  - Research for AASHTO Standing Committee on Highways. Task 209. Incorporation of Research Findings into AASHTO's Standard Specifications for Structural Supports for Highway Signs, Luminaries and Traffic Signals
AB  - The 4th Edition of the Standard Specifications for Structural Supports for Highway Signs, Luminaries and Traffic Signals was published in 2001 as a result of two extensive National Cooperative Highway Research Program (NCHRP) studies. This edition of the Specification incorporates an updated wind map, serviceability requirements, fatigue requirements for steel and aluminum supports, and guidelines for foundation designs. Many of these requirements are new to the Specification and had not been routinely considered in previous designs.  Since this rewrite, the NCHRP and several states have sponsored studies to supplement the original reports. NCHRP Report 469: Fatigue-Resistant Design of Cantilevered Signal, Sign, and Light Supports and NCHRP Report 494: Structural Supports for Highway Signs, Luminaries, and Traffic Signals are two such studies. Even though the findings are documented, it has become increasingly difficult for the Technical Committee for Structural Supports for Signs, Luminaries, and Traffic Signals (T-12) to review and develop specification language in a timely and appropriate manner. A deliverable of many recent NCHRP studies has been to develop specification language suitable for consideration by technical committees and adoption by the Subcommittee on Bridges and Structures. The reliability of the Specification can only be assured when the appropriate knowledge, based on current research, is incorporated into the Specification.  The objective of this project is to provide specification and commentary language necessary to update the 4th Edition of the Standard Specifications for Structural Supports for Highway Signs, Luminaries and Traffic Signals (Specifications) based on the appropriate findings of recent research activities. The project panel has selected a contractor and preparation of the necessary contract documents in underway.
KW  - Highway traffic control
KW  - Luminaires
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Specifications
KW  - Structural design
KW  - Structural supports
KW  - Traffic signals
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1225
UR  - https://trid.trb.org/view/1231184
ER  - 

TY  - ABST
AN  - 01460601
TI  - Research for AASHTO Standing Committee on Highways. Task 200. Synthesis of Vehicle Based Winter Maintenance Technologies
AB  - This study will develop a guidance document on winter maintenance technologies (including fixed automated spray technology (FAST) systems) for use by states to evaluate which technologies might be applicable to their particular environment. Proposals were solicited from four candidates; two proposals were received and a consultant has been selected. A contract award is expected shortly to allow project start in September 2005.
KW  - Driving
KW  - Environment
KW  - Guidelines
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Sprayers
KW  - Technological innovations
KW  - Vehicles
KW  - Winter maintenance
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1216
UR  - https://trid.trb.org/view/1228818
ER  - 

TY  - ABST
AN  - 01463004
TI  - Synthesis of Information Related to Highway Problems. Topic 37-01. Multi-Disciplinary Teams for Context Sensitive Solutions
AB  - Since the 1998 national "Thinking Beyond the Pavement" Workshop, it has been widely understood that multi-disciplinary teams are important to the success of the Context Sensitive Design &amp; Solutions process,. The means by which organizations have been most successful in establishing and managing multi-disciplinary teams is not well-understood and is not yet applied with any consistency in the project development process improvement. Current and emerging best practices, case studies and guidance need to be synthesized and disseminated to further enable appropriate, cost-effective, and successful integration of multi-disciplinary professionals into planning and project development processes to inform and influence context sensitive design and solutions in a more widespread and consistent manner.  The objectives of this synthesis are:  (1)  Locate and assemble documentation of current and emerging best practices, case studies and guidance that further enables organizations and individual professional disciplines to establish early, continuous and effective multi-disciplinary integration and teams that contribute to excellence in context sensitive transportation planning and project development; (2) Identify ongoing research and initiatives in this area; and (3) Identify future research needs and opportunities in this area.
KW  - Best practices
KW  - Context sensitive design
KW  - Cost effectiveness
KW  - Development
KW  - Integrated systems
KW  - Multidisciplinary teams
KW  - National Cooperative Highway Research Program
KW  - Project management
KW  - Research projects
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=94
UR  - https://trid.trb.org/view/1231229
ER  - 

TY  - ABST
AN  - 01462979
TI  - Synthesis of Information Related to Highway Problems. Topic 37-10. Preserving Freight and Passenger Rail Corridors and Service
AB  - As rail carriers streamline their networks, many low density lines have been/are being sold, leased or abandoned. Several states and localities have programs which provide direct or indirect financial support to keep the line open. Preserving rail service may provide great benefits to the public because it reduces highway congestion, improves safety, saves fuel, provides economic benefits, and is environmentally friendly.  For the corridors and rail line connectors which have been sold, leased or abandoned particularly over the last 25 years, some strategies have been successful in building sustainable freight volumes and/or instituting passenger service. This is especially important now because of current capacity constraints and expected large future increases in transportation demand. A synthesis is needed at this time to raise awareness about overcoming institutional barriers, improving public perceptions, identifying conditions for success/failure and potential funding strategies, and quantifying direct and indirect benefits.
KW  - Corridors
KW  - Freight and passenger traffic
KW  - Freight service
KW  - Highway corridors
KW  - National Cooperative Highway Research Program
KW  - Rail (Railroads)
KW  - Research projects
KW  - Safety
KW  - Traffic congestion
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=102
UR  - https://trid.trb.org/view/1231204
ER  - 

TY  - ABST
AN  - 01462978
TI  - Synthesis of Information Related to Highway Problems. Topic 37-08. Crash Reconstruction Practices
AB  - Crash reconstructions are conducted by law enforcement agencies, as well as state DOTs. Crash reconstruction here is defined as a process using specialized skills beyond standard police crash reporting to analyze the cause of a collision or collisions. For many, the focus of the investigation may be too narrow, therefore, may produce erroneous results and lead to false conclusions. In addition, it is unknown the extent to which crash reconstructions are used to improve highway safety. A synthesis of the state of the practice in crash reconstruction would be a useful document for all agencies involved in crash site investigations or reconstruction activities. This synthesis will focus on crash reconstruction activities, feedback provided from reconstruction activities, and mitigation actions taken as a result. Both intra- and inter-agency communication, as well as education and training opportunities will be explored. Further, the synthesis will document knowledge gaps and future research to address the needs of agencies doing reconstruction.
KW  - Crash reconstruction
KW  - Crash reports
KW  - Education and training
KW  - Law enforcement
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=100
UR  - https://trid.trb.org/view/1231203
ER  - 

TY  - ABST
AN  - 01462977
TI  - Synthesis of Information Related to Highway Problems. Topic 37-12. Animal-Vehicle Collision Data Collection
AB  - Animal-vehicle collisions (AVC) have serious consequences for people as well as animals. There are an estimated 725,000-1,500,000 AVC in the US annually, resulting in over 200 human fatalities, over 29,000 human injuries, and over a billion dollars in property damage a year. Wildlife road mortality may affect species on the population level, with some species facing serious reduction in population survival probability. In addition, many species, especially wild game, represent an economic value that is lost when road mortalities occur.  AVC data appear to not be collected in all states. In places where data are gathered, agencies such as transportation, natural resources, public safety, and public health use differing methods with varying definitions, thresholds, and degrees of consistency in reporting. Throughout North America, AVC data collection varies from the institutionalized practices in the British Columbia Ministry of Transportation's Wildlife Accident Reporting System to U.S. jurisdictions where public safety officials limit reporting to only those collisions which result in property damage with an estimated cost in excess of a dollar-value reporting threshold. Identifying locations with high numbers of AVCs is critical in deciding where countermeasures are needed.
KW  - Animals
KW  - Crashes
KW  - Fatalities
KW  - Highway safety
KW  - Injuries
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Vehicles
KW  - Wildlife
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=104
UR  - https://trid.trb.org/view/1231202
ER  - 

TY  - ABST
AN  - 01460686
TI  - Performance Based Contracting
AB  - Washington State Department of Transportation (WSDOT) has used various incentives in paving contracts for many years but there is no evidence as to whether they influence the quality or outcomes of the project.  This assessment of performance based contracting will examine the bidding process, impacts to contractors and agency personnel and project outcomes. This research will assist WSDOT in determining whether to increase or decrease the use of performance incentives in WSDOT contracts.
KW  - Competitive bidding
KW  - Contract administration
KW  - Evaluation and assessment
KW  - Incentives
KW  - Paving
KW  - Performance based specifications
KW  - Quality control
KW  - Quality control
KW  - Research projects
UR  - https://trid.trb.org/view/1228904
ER  - 

TY  - ABST
AN  - 01460685
TI  - Improving the Project Scoping Process
AB  - Project scoping is the process used to identify the work to be completed, schedule and budget of transportation projects. On larger, more complex construction projects, the scoping process can be expensive and time consuming.  It is also difficult to predict future circumstances on larger projects so project delivery can be complicated by change orders, costs increases and project delays. The research will help identify ways to redesign the transportation project scoping process to produce more predictable results for the project funding and delivery phases.
KW  - Administration
KW  - Budgeting
KW  - Management
KW  - Project management
KW  - Research projects
KW  - Schedules
KW  - Time
UR  - https://trid.trb.org/view/1228903
ER  - 

TY  - ABST
AN  - 01460676
TI  - Development of a Washington State Freight Data System
AB  - Although some national data exists to understand and provide context for freight systems that support international trade through Washington gateways, very little data exists to inform decision makers about the economic impact, system bottlenecks, and supply chains flowing through freight systems that support Washington State producers and distributors.  Washington State University's  Strategic Freight Transportation Analysis (SFTA) studies provide important origin and destination carrier information on mainline long-haul routes.  Washington State Department of Transportation (WSDOT) completed the first statewide shipper and carrier survey in August 2004. This research project will create a blueprint for the WSDOT to collect timely freight data and maximize efficiency of the state's freight system. It will identify missing pieces of the state's freight data system, and propose tools that may be used to fill in data gaps.
KW  - Bottlenecks
KW  - Carriers
KW  - Data collection
KW  - Decision making
KW  - Freight handling
KW  - Gateways
KW  - Haul distance
KW  - Origin and destination
KW  - Research projects
KW  - Shipper demand
UR  - https://trid.trb.org/view/1228894
ER  - 

TY  - ABST
AN  - 01460675
TI  - Creating a Viable Transportation Funding System
AB  - Washington State relies on gasoline taxes as the major source of funds for highway purposes.  A number of other fees and taxes are also imposed to pay for a vast multimodal transportation system.  These sources of funds do not provide enough revenue to meet the current and future needs of the transportation system.  This research will examine current sources of funding mechanisms and explore new ways to fund transportation improvements.  This research will provide policymakers a greater understanding of existing transportation revenue resources and information for future decisions on how to meet transportation funding needs.
KW  - Financing
KW  - Gasoline
KW  - Highway planning
KW  - Research projects
KW  - Revenues
KW  - Taxes
KW  - Transportation planning
KW  - Transportation policy
UR  - https://trid.trb.org/view/1228893
ER  - 

TY  - RPRT
AN  - 01099027
AU  - McCarthy, Michael C
AU  - Eisinger, Douglas S
AU  - Hafner, Hilary R
AU  - Tamura, Todd M
AU  - Chinkin, Lyle R
AU  - Roberts, Paul T
AU  - Clark, Nigel N
AU  - McMurry, Peter H
AU  - Winer, Arthur
AU  - Federal Highway Administration
TI  - Strategic Plan for Particulate Matter Research: 2005-2010
PY  - 2005/11/01/Final Report
SP  - v.p.
AB  - This Strategic Plan for Particulate Matter Research (Strategic Plan) identifies priority particulate matter (PM) research issues for the transportation community for the years 2005 through 2010. It updates and expands on a previous Federal Highway Administration (FHWA) strategic plan for PM research covering the 2000 through 2004 time period (Carr et al., 2002a). This Strategic Plan identifies areas of research that have the greatest potential to yield insights directly applicable to state Departments of Transportation (DOTs) and regional Metropolitan Planning Organizations (MPOs) charged with developing and implementing transportation plans, programs, and projects. The timeframe for this Strategic Plan extends to 2010 to correspond with PM2.5 attainment planning and the timeframe used by the National Research Council (NRC) for its long-range PM research portfolio (National Research Council, 1998). The FHWA's 1998 National Strategic Plan established the Administration's mission "to continually improve the quality of our Nation's highway system and its intermodal connections" (Federal Highway Administration, 1998). It identified five strategic goals for achieving this mission, one of which was to protect and enhance the natural environment and communities affected by highway transportation. Air quality research, including investigation of PM, was one of the eight program goals established in FHWA's 1998 National Strategic Plan. The document established two criteria for conducting PM-related research: first, to bring a transportation focus to the study of PM issues, and second, to develop applied research products that respond to the needs of transportation and air quality planning practitioners. Multiple organizations sponsor and coordinate PM research. This Strategic Plan was developed to define areas of research that will ultimately assist state DOTs and MPOs, regardless of whether this research is funded by FHWA or other organizations. While FHWA is most interested in applied research addressing mobile source PM pollution, some of the research priorities identified in this Strategic Plan address fundamental questions about sources, characterization, and monitoring of PM that must be understood to assess the impact of mobile sources. Therefore, some of the research priorities identified in this Strategic Plan may be funded either wholly or partially by organizations or agencies other than FHWA. In addition, the research priorities identified in this Strategic Plan reflect, as of 2005, the consensus view of experts from various geographic regions and institutional affiliations. These priorities will undoubtedly change as new scientific information becomes available. Thus, readers should review the report findings presented in this Strategic Plan as a tool to assist in identifying and prioritizing research, but not as an absolute guide.
KW  - Air quality
KW  - Long range planning
KW  - Metropolitan planning organizations
KW  - Particulates
KW  - Research
KW  - State departments of transportation
KW  - Strategic planning
UR  - http://www.fhwa.dot.gov/environment/pm/research/index.htm
UR  - https://trid.trb.org/view/859368
ER  - 

TY  - RPRT
AN  - 01014877
AU  - Wang, H
AU  - Sagues, Alberto A
AU  - University of South Florida, Tampa
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Corrosion of Post-Tensioning Strands
PY  - 2005/11/01/Final Report
SP  - 47p
AB  - The objective of this investigation was to identify mechanisms for severe corrosion observed in post tensioned tendons of segmental bridges in Florida.  Emphasis was given to long term conditions in bleed water voids.  Commercial ductile iron post-tension anchorage assemblies housing unstressed high strength strand, two types of grout and simulated grout voids were subject to simulated water intrusion events with fresh and salty (0.01N NaCl) water.  Galvanic current, strand-anchor conductance and potentials were monitored to identify corrosion location and magnitude.  The results showed that external water intrusion can be an important contributor to corrosion tendon failure.  Conditions for strand steel depassivation can develop even if only modest carbonation of the grout occurs.  Fresh water could initiate corrosion if the native chloride content of the grout exceeded a relatively small amount (e.g., 600 ppm).  Currently allowable chloride limits for grouting materials may need revision.  Galvanic coupling between strand steel and anchorage iron could significantly aggravate corrosion of the strands.  Significant corrosion of strands in the void space was observed, especially in a grout that supported high internal relative humidity.  Projections of the combined effects of the deterioration mechanisms identified were consistent with the observation of tendon failures in the field after as little as 7 years.  A mathematical model for a simple grout-strand system was proposed and dimensionless equations were formulated to solve the combined polarization and oxygen transport problem.  Measurements of oxygen reduction on strand steel in high pH electrolytes and time evolution of electrical resistivity of 5, low-bleed commercial grouts were conducted to obtain model input parameters.  Within the range of validity of the model assumptions, simplified computations indicated that oxygen availability was a key factor in determining corrosion severity while grout resistivity was secondary but still important.  Predicted corrosion rates were in general agreement with field and laboratory observations.  Issues for subsequent model development were identified.
KW  - Air voids
KW  - Chloride content
KW  - Corrosion
KW  - Corrosion rate
KW  - Electrical resistivity
KW  - Equations
KW  - Florida
KW  - Grout
KW  - Mathematical models
KW  - Oxygen
KW  - pH value
KW  - Posttensioning
KW  - Salt water intrusion
KW  - Segmental bridges
KW  - Tendons (Materials)
KW  - Water
UR  - https://trid.trb.org/view/768720
ER  - 

TY  - RPRT
AN  - 01610793
AU  - Stephens, Louis B
AU  - PerformTech Incorporated
AU  - Federal Highway Administration
TI  - Barrier Guide for Low Volume and Low Speed Roads
PY  - 2005/11//Final Report
SP  - 151p
AB  - This Guide is intended to provide assistance in the warranting, selection, and design of roadside barriers. The Guide is prepared specifically for warranting, selecting, and designing barriers on Federal Lands Highways projects that are low volume and/or low speed facilities. The guidelines present practical and useful guidance for common conditions and situations encountered in the design of roadside barriers for Federal Lands Highway projects. Warranting of roadside barriers is a process that involves determining the needed clear zone, identifying potential hazards, analyzing strategies for corrective action, and evaluating the use of roadside barriers. This process is designed to identify only the most severe hazards close to the roadway that are appropriate for shielding by barriers. It takes into account both the cost of a barrier and the expected crashes into that barrier. Local conditions, policies, and resources are also considered in this process. The barrier selection process includes consideration for speed, hazard offset and special design considerations for aesthetics and severe conditions. These considerations lead to a list of technically acceptable barriers for a specific site. Additional selection criteria are suggested for final barrier selection. Roadside design and placement criteria expand on the American Association of State Highway and Transportation Officials (AASHTO) Roadside Design Guide design process, making it more applicable to low volume, low speed rural conditions. An alternate design process is included for locations with restricted conditions or severe cost constraints.
KW  - AASHTO Roadside Design Guide
KW  - Barriers (Roads)
KW  - Design
KW  - Federal Lands Highway Program
KW  - Location
KW  - Low volume roads
KW  - Needs assessment
KW  - Roadside
KW  - Rural areas
KW  - Warrants (Traffic control devices)
UR  - https://flh.fhwa.dot.gov/resources/design/library/FLH-Barrier-Guide.pdf
UR  - https://trid.trb.org/view/1421190
ER  - 

TY  - RPRT
AN  - 01605696
AU  - Bowders, John J
AU  - Parrish, Brandon R
AU  - University of Missouri, Columbia
AU  - Missouri Department of Transportation
AU  - Missouri Transportation Institute
AU  - Federal Highway Administration
TI  - Permeability of the Special Base Used on US 63 La Plata, Missouri
PY  - 2005/11//Final Report
SP  - 23p
AB  - Koch Industries specified an aggregate base special for the expansion of US 63 in Macon and Adair counties of Missouri. The base deviates from Missouri Department of Transportation's (MoDOT’s) standards, raising concern about its performance. The Institute for Interdisciplinary Geotechnics was contracted, specifically to evaluate the in situ permeability of the base. In situ permeability tests, laboratory gradation analyses, laboratory permeability and aging tests were performed on the base to quantify its permeability characteristics.
KW  - Aggregate gradation
KW  - Aggregates
KW  - Aging (Materials)
KW  - Base course (Pavements)
KW  - Laboratory tests
KW  - Missouri
KW  - Permeability
UR  - https://library.modot.mo.gov/RDT/reports/Ri05030/or06020.pdf
UR  - https://trid.trb.org/view/1414835
ER  - 

TY  - RPRT
AN  - 01457312
AU  - Johnston, Dan
AU  - South Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - Corrosion Monitoring of Hot Springs VSL Mechanically Stabilized Earth Wall
PY  - 2005/11//Final Report
SP  - 20p
AB  - In 2004 the replacement of the PCC pavement atop a VSL Retained Earth™ wall in Hot Springs, SD provided an opportunity to evaluate the performance of the galvanized reinforcement mesh. Concerns about deicing salt infiltration and high levels of sulfate in the granular backfill prompted an examination of reinforcement mesh in the wall. This was further complicated by a settlement problem in the wall which occurred during construction and created concerns with respect to corrosion of the concrete panel connectors as well as the bent mesh adjacent to the wall panels. The initial plan was to install a corrosion monitoring system in the wall to provide data as to expected remaining life if the corrosion present was severe. Initial examination of mesh near the abutments of a bridge connecting wall elements showed no evidence of corrosion occurring. The installation of the system was put on hold until excavation and coring was accomplished. All samples of mesh examined and tested demonstrated a remarkable lack of corrosion with little loss of galvanizing. The corrosion monitoring program was abandoned as it was deemed superfluous. The unique properties of the red shale (Spearfish) used as backfill combined with the relatively free draining nature of the backfill near the wall panels (due to an interconnected system of voids) resulted in no significant penetration of deicing chemicals into the backfill and a relatively dry environment within the backfill. In fact, no area of excavated backfill exhibited in situ moisture at the first level of mesh reinforcement.
KW  - Backfill soils
KW  - Condition surveys
KW  - Corrosion
KW  - Earth walls
KW  - Mechanically stabilized earth
KW  - Retaining walls
KW  - South Dakota
KW  - Wire mesh
UR  - http://www.sddot.com/business/research/projects/docs/SD2004_02_Final_Report.pdf
UR  - https://trid.trb.org/view/1225396
ER  - 

TY  - RPRT
AN  - 01457231
AU  - Drake, Maria L
AU  - Sparks, Erin A
AU  - Thomaz, Jose E
AU  - Center for the Advancement of Transportation Safety
AU  - South Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - Factors Contributing to South Dakota Crash and Fatality Rates
PY  - 2005/11//Final Report
SP  - 127p
AB  - Traffic crash and fatality rates reported in South Dakota appear to be higher than those reported by surrounding states. South Dakota’s actions to reduce crash and fatality rates within the state should be based upon a careful review of the crash and fatality rates in South Dakota over the past several years, followed by a thorough investigation of primary contributory factors. The entire process would require a comparison with other states to determine where South Dakota stands relative to promoting a safe driving environment. The degree to which the research objectives and tasks were accomplished must be considered in light of project setbacks that were encountered over the course of the research efforts, not only with South Dakota’s data acquisition, but also with the comparison states of: Montana, New Mexico, Nevada, North Dakota, Utah, and Wyoming. Since the Native American reservations are sovereign and thus not subject to local, state, and federal mandates concerning crash reporting, members of the Technical Panel did not believe that the state received all the non-fatal crashes from these areas. The information obviously presented the project with a substantial limitation in terms of analyzing South Dakota’s crash and fatality rates. This meant that differences in crash characteristics and crash rates throughout the state could be due to differences in reporting procedures. In response to these questions and concerns, the Center for the Advancement of Transportation Safety (CATS) produced a statistical underreporting model to estimate the degree of underreporting in counties with high Native American populations in order to provide the South Dakota Department of Transportation (SCDOT) with justification to engage in further investigations of crash reporting methods in these areas and to provide them with a ballpark idea of how many crashes they could potentially be missing. Additionally, after multiple attempts to obtain complete crash datasets and other pertinent information from the comparison states yielded only partial success, the research team and the SDDOT determined that the best course of action was to proceed using the Fatality Analysis Reporting System (FARS) database to conduct the comparative analysis. Surveys sent to FARS analysts pertaining to perceived completeness of FARS data were not completed, compromising the validation process of this project in that the research group cannot determine with definitive certainty the root cause for South Dakota’s higher rate of crashes and fatalities compared to other states. However, significant information was gleaned from the data available. Based upon the analyses conducted on the available crash data, the researchers determined that the primary focus areas for the state consist of the following six areas: Underreporting, Rollover Crashes, Restraint Use, Alcohol, Speeding, and Young Drivers. A number of tools and recommendations have been formulated to assist the state with reducing their fatality and crash rates, but without a systemic approach to capturing and analyzing all of their crash reports, particularly those occurring on Reservation lands, not just those in which there is a fatality, there is no statewide mechanism in place to monitor progress. A supplemental grant recently announced by the South Dakota Department of Transportation is positioned to become the catalyst necessary to help the state reduce the loss of life on its roadways.
KW  - Crash rates
KW  - Crashes
KW  - Fatalities
KW  - Fatality Analysis Reporting System
KW  - Montana
KW  - Native Americans
KW  - Nevada
KW  - New Mexico
KW  - North Dakota
KW  - Rollover crashes
KW  - South Dakota
KW  - Underreporting (Traffic accident injuries)
KW  - Utah
KW  - Wyoming
UR  - http://www.sddot.com/business/research/projects/docs/SD2003_15_Final_Report.pdf
UR  - https://trid.trb.org/view/1225419
ER  - 

TY  - JOUR
AN  - 01387953
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Al-Wazeer, A
AU  - Harris, B
AU  - Nutakor, C
TI  - Applying LCCA to bridges [life-cycle cost analysis]
PY  - 2005/11
VL  - 69
IS  - 3
SP  - 66-71
KW  - Asset management
KW  - Asset management
KW  - Bridge design
KW  - Bridge design
KW  - Bridge management
KW  - Bridge management systems
KW  - Cost effectiveness
KW  - Cost effectiveness
KW  - Economic analysis
KW  - Economic analysis
KW  - Life cycle costing
KW  - Life cycle costs
KW  - Project management
KW  - Project management
UR  - http://www.fhwa.dot.gov/publications/publicroads/05nov/09.cfm
UR  - https://trid.trb.org/view/1155719
ER  - 

TY  - JOUR
AN  - 01387952
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Sorenson, J
TI  - Formula for success [public-private partnership]
PY  - 2005/11
VL  - 69
IS  - 3
SP  - 50-7
KW  - Construction management
KW  - Construction management
KW  - Governments
KW  - Highway operations
KW  - Partnership
KW  - Partnerships
KW  - Policy
KW  - Policy
KW  - Private enterprise
KW  - Private sector
KW  - Project management
KW  - Project management
KW  - Public sector
KW  - Road authority
KW  - Road construction
KW  - Road construction
KW  - Road management
KW  - Transportation departments
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/05nov/07.cfm
UR  - https://trid.trb.org/view/1155718
ER  - 

TY  - JOUR
AN  - 01387951
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Jacobitz, S
TI  - Learning from disaster [disaster management after hurricanes]
PY  - 2005/11
VL  - 69
IS  - 3
SP  - 32-43
KW  - Air ambulance services
KW  - Air ambulances
KW  - Ambulances
KW  - Climate
KW  - Climate
KW  - Damage
KW  - Emergency services
KW  - Fire vehicles
KW  - Florida, USA
KW  - Highway operations
KW  - Management
KW  - Management
KW  - Road authority
KW  - Road management
KW  - Transportation departments
KW  - Weather
KW  - Weather
UR  - http://www.fhwa.dot.gov/publications/publicroads/05nov/05.cfm
UR  - https://trid.trb.org/view/1155717
ER  - 

TY  - JOUR
AN  - 01387950
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Alfelor, R M
TI  - Weathering the storm [collecting data on weather conditions]
PY  - 2005/11
VL  - 69
IS  - 3
SP  - 24-31
KW  - Data collection
KW  - Data collection
KW  - Environment
KW  - Intelligent transport systems (ITS)
KW  - Intelligent transportation systems
KW  - Rain
KW  - Rain
KW  - Road environment
KW  - Sensor
KW  - Sensors
KW  - Snow
KW  - Snow
KW  - Temperature
KW  - Temperature
KW  - Weather
KW  - Weather
KW  - Wind
KW  - Wind
UR  - http://www.fhwa.dot.gov/publications/publicroads/05nov/04.cfm
UR  - https://trid.trb.org/view/1155716
ER  - 

TY  - RPRT
AN  - 01156917
AU  - Zeng, Xiangwu
AU  - Hlasko, Heather
AU  - Case Western Reserve University
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Cone Penetrometer Equipped with
Piezoelectric Sensors for Measurement of
Soil Stiffness in Highway Pavement
PY  - 2005/11
SP  - 70p
AB  - The stiffness (elastic modulus and shear modulus) and Poisson’s ratio of the base and sublayers are important parameters in the design and quality assurance during construction of highway pavements. The new highway construction guide proposed by AASHTO (American Association for State Highway and Transportation Officials) recommends such measurements be conducted. A new field-testing technique has been developed to measure the stiffness and Poisson’s ratio of soils using cone penetrometers equipped with piezoelectric sensors. The device using this technique includes a pair of cone penetrometers, each fitted with two piezoelectric sensors, which can be pushed into foundation soils. One set of the sensors is used as wave transmitters while the other set as wave receivers. An electrical pulse produced by a function generator is used to activate the transmitters. Vibration of the transmitters produces primary and shear waves that propagate through the soil and are captured by the receivers. Then from the measured velocities of shear and primary waves, soil stiffness and Poisson’s ratio can be determined. The technique has been proven to produce reliable results in the laboratory.
KW  - Cone penetrometers
KW  - Measurement
KW  - Modulus of elasticity
KW  - Paving
KW  - Piezoelectric materials
KW  - Poisson ratio
KW  - Sensors
KW  - Shear modulus
KW  - Soils
KW  - Stiffness
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A65176292
UR  - https://trid.trb.org/view/917510
ER  - 

TY  - RPRT
AN  - 01152595
AU  - Kleist, Andrea M
AU  - Lancia, Richard A
AU  - Doerr, Phillip D
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - New Hope Creek Bridge as a Wildlife Underpass
PY  - 2005/11//Final Report
SP  - 131p
AB  - Roads pose many threats to wildlife. One such threat, wildlife-vehicle collisions, is a danger to humans as well as wildlife. Bridges built to facilitate movement of wildlife under roads may reduce the incidence of animal-vehicle collisions (AVCs). This study was the first phase of a two-phase investigation of whether the dimensions of a bridge designed to function as a wildlife underpass influence wildlife use of the underpass. The bridge, located along Highway 15/501, spanned New Hope Creek near Durham, North Carolina. The underpass was important as a wildlife passage because the forests associated with New Hope Creek created a corridor between two natural areas. Phase One involved monitoring wildlife use of the current underpass using video cameras. The authors also surveyed sections of Highway 15/501 near the underpass for vehicle-killed animals. In 2007, a longer bridge will be constructed. Phase Two will involve monitoring wildlife passage under the longer bridge. Wildlife use of the current and future underpass will be compared to determine whether underpass dimensions influence wildlife use of the underpass. Between December 11, 2003 and May 31, 2005, 75 deer were observed using the underpass and 5 were observed approaching the highway within view of the cameras. We also observed 36 underpass crossings by medium-sized mammals, including domestic cat, woodchuck, and raccoon, and 15 underpass crossings by small mammals, including gray squirrel, cotton rat, and chipmunk. Three potential road crossings by small mammals were observed. Five vehicle-killed animals, including raccoon, opossum, wild turkey, woodchuck, and an unidentifiable medium-sized mammal, were observed near the underpass. These results indicate that the underpass was used by wildlife, which may reduce the occurrence of animal-vehicle collisions on the section of Highway 15/501 containing the underpass.
KW  - Animal vehicle collisions
KW  - Countermeasures
KW  - Highway safety
KW  - Underpasses
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-07FinalReport.pdf
UR  - https://trid.trb.org/view/913345
ER  - 

TY  - RPRT
AN  - 01152594
AU  - Baek, Jongdae
AU  - Hummer, Joseph E
AU  - Williams, Billy M
AU  - Cunningham, Christopher M
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Reasonable Speeds on Improved Curb and Gutter Facilities
PY  - 2005/11//Final Report
SP  - 158p
AB  - When some two-lane roads with 55 mph speed limits are widened to four through lanes, curb and gutter is installed to address issues such as access control, difficult terrain, and limited right-of-way. Posted speed limits along such highway segments are typically decreased to 45 mph in North Carolina because of guidance in the AASHTO “Green Book” and elsewhere that vertical curbs should not be placed next to high-speed lanes. In spite of those expensive improvements, the results may be viewed negatively by the public, design professionals, and law enforcement personnel. Drivers may suffer from getting tickets or driving slower, designers may be blamed by the public, and the police may face an increased enforcement burden. To help resolve this dilemma, in this research the team collected relevant data such as speeds and collisions on four-lane road sections with curbs which have 45 or 55 mph speed limits and non-traversable medians or two-way left turn lanes. The team found that the speed limit does not seem to make an important difference in the collision rates or severities for the roads the team examined. The higher speed limit also made relatively small differences in the mean speeds and speed variances observed. Considering all of the results, the researchers recommended that the NCDOT continue its current policy of allowing 55 mph speed limits on four-lane roads with curbs on a selective, case-by-case basis. The team suggested a list of things to consider when making decisions about posted speed limits in such cases.
KW  - Access
KW  - Crash rates
KW  - Crash severity
KW  - Curbs
KW  - Four lane highways
KW  - Gutters
KW  - Medians
KW  - Speed limits
KW  - Two way left turn lanes
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-17FinalReport.pdf
UR  - https://trid.trb.org/view/913359
ER  - 

TY  - RPRT
AN  - 01083348
AU  - Gandara, Jaime A
AU  - Kancherla, Anuroopa
AU  - Alvarado, Gisel
AU  - Nazarian, Soheil
AU  - Scullion, Tom
AU  - University of Texas, El Paso
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Impact of Aggregate Gradation on Base Material Performance
PY  - 2005/11//Interim Report
SP  - 81p
AB  - The objective of this study was to evaluate the engineering properties of two local unbound granular materials, with a focus on the gradation and especially the percentage of fines (aggregate passing the No. 200 sieve). Two materials were obtained from two local quarries for this purpose. The percentage of fines was varied in these mixtures. Each mixture was then put through a regime of tests to determine the effects that the gradation and fines content had on their properties. The tests used included moisture-density relationships, moisture susceptibility, triaxial tests, permanent deformation, and resilient modulus tests. The research approach, testing procedure, and results are presented and compared. From the tests performed it was found that increases in the amount of fines have a large impact on the engineering properties of the base materials. However, the results also showed that the percentage of fines used in the base material mixtures had a limit. This limit was found to be approximately 10%. In the range of 5 to 10% fines the base is less moisture susceptible, has higher compressive strength and a higher resilient modulus value. The Texas Department of Transportation (TxDOT)is the only DOT in the United States which does not control the -200 fraction of its flexible bases. It is not uncommon to find bases with between 20 and 25% passing the -200 sieve. The laboratory data presented in this study would suggest that TxDOT should conduct field investigations to determine if the low fines bases lead to improved field performance.
KW  - Aggregate gradation
KW  - Base course (Pavements)
KW  - Compressive strength
KW  - Fines (Materials)
KW  - Granular bases
KW  - Granular materials
KW  - Modulus of resilience
KW  - Moisture susceptibility
KW  - Properties of materials
KW  - Rutting
KW  - Swelling index
KW  - Triaxial tests
UR  - http://www.utep.edu/
UR  - https://trid.trb.org/view/842608
ER  - 

TY  - RPRT
AN  - 01075555
AU  - Federal Highway Administration
TI  - Newtown Pike extension, Lexington, Fayette County : environmental impact statement
PY  - 2005/11//Volumes held: Draft, Draft Appendix
KW  - Environmental impact statements
KW  - Kentucky
UR  - https://trid.trb.org/view/834949
ER  - 

TY  - RPRT
AN  - 01075339
AU  - Federal Highway Administration
TI  - 1st Street viaduct and street widening project : environmental impact statement
PY  - 2005/11//Volumes held: Draft, Final
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834733
ER  - 

TY  - RPRT
AN  - 01075304
AU  - Federal Highway Administration
TI  - Interstate 70 corridor, Route BB to eastern Columbia, Boone County : environmental impact statement
PY  - 2005/11//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Missouri
UR  - https://trid.trb.org/view/834698
ER  - 

TY  - RPRT
AN  - 01049330
AU  - Federal Highway Administration
TI  - 2005 Traveler Opinion and Perception (TOP) Survey, November 2005
PY  - 2005/11
SP  - v.p.
AB  - The 2005 Traveler Opinion and Perception (TOP) Survey was developed as a nationwide probability sample of nearly 2,600 adults, 18 years of age and older, with the overarching objective of understanding the needs and expectations of users of the nation's comprehensive transportation system, including highways, roads, public transportation, bikeways, walkways, and sidewalks, and the extent to which the existing transportation system meets those needs. Results from the research will be used to identify possible areas where improvements can be made to increase traveler satisfaction. The survey was conducted by telephone.  In addition, focus groups were conducted in selected cities across the country.  The primary purpose of these groups was to obtain an in-depth understanding of how travelers think and talk about the nation's highway system. This report begins with a discussion of the study's major findings, focusing on major highways, transportation systems, and options in communities, federal lands, and actions the public might find helpful. The report continues with a presentation of study conclusions. The report ends with a detailed description about the study methodology and an appendix with more detailed information, including comparisons of the results from this study with the 1995 and 2000 traveler surveys. A complete technical report, published under separate cover, provides detailed findings. This technical report is supported by an additional publication containing extensive analysis of the data.
KW  - Bikeways
KW  - Customer satisfaction
KW  - Focus groups
KW  - Highways
KW  - Public opinion
KW  - Public transit
KW  - Roads
KW  - Sidewalks
KW  - Surveys
KW  - Travelers
KW  - Walkways
UR  - http://www.fhwa.dot.gov/reports/traveleropinions/index.htm
UR  - https://trid.trb.org/view/808820
ER  - 

TY  - RPRT
AN  - 01038287
AU  - Carmichael, Benjamin M
AU  - Barnes, Robert W
AU  - Alabama Department of Transportation
AU  - Federal Highway Administration
TI  - Repair of the Uphapee Creek Bridge with FRP Laminates
PY  - 2005/11//Final Report
SP  - 120p
AB  - This report describes the strengthening of a fifty-year-old, reinforced concrete bridge using externally bonded, fiber-reinforced polymer (FRP) strips. The three-span, continuous structure is supported by four variable-depth girders. The flexural capacity of each span of the existing structure was insufficient to withstand modern traffic loads. Carbon-fiber-reinforced polymer (CFRP) strips were externally bonded to the girder soffits to enhance the positive moment capacity of each span. The CFRP strengthening system was designed according to ACI 440 recommendations. The report details the installation process as well as a load-testing program utilized to assess the effectiveness of the strengthening system. The installation process was found to be rapid and simple—but exceedingly messy. The structure was load tested on several occasions: once prior to strengthening, once soon after installation of the CFRP, and twice approximately six months after strengthening. The bridge instrumentation measured girder deflections as well as strains in the steel and FRP tension reinforcement. A finite-element model of the bridge was developed to predict theoretical strains for comparison with experimental values. Good agreement was obtained between the experimental and theoretical steel strains in the structure. The reduction in steel strains attributable to the CFRP system corresponded well with the reduction predicted using linear-elastic, cracked-section analysis. Overall, the strengthened bridge behaved as predicted when subjected to truck loads slightly exceeding service-level design loads. The design of the FRP strengthening system is detailed in a companion interim report. Another companion report describes a laboratory test program to investigate the ultimate strength of the CFRP-strengthened girders as well as the effects traffic loads applied during the installation and epoxy-curing period.
KW  - Bridges
KW  - Carbon fibers
KW  - Design load
KW  - Epoxides
KW  - Fiber reinforced plastics
KW  - Finite element method
KW  - Girders
KW  - Laboratory tests
KW  - Linear elastic analysis
KW  - Load tests
KW  - Reinforced concrete bridges
KW  - Traffic loads
UR  - https://trid.trb.org/view/794987
ER  - 

TY  - SER
AN  - 01037204
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Smith, Kurt D
TI  - Maturity Testing for Concrete Pavement Applications
PY  - 2005/11
IS  - FHWA-IF-06-004
SP  - 6p
AB  - This technical brief describes the maturity method for predicting the development of concrete strength at early ages.  It includes a summary of basic concepts of concrete maturity, a description of expected benefits and equipment requirements, and guidelines on using maturity testing as part of a concrete pavement construction project.
KW  - Compressive strength
KW  - Concrete maturity method
KW  - Concrete pavements
KW  - Maturity testing
KW  - Road construction
KW  - Strength development
UR  - http://www.fhwa.dot.gov/pavement/pccp/pubs/06004/06004.pdf
UR  - https://trid.trb.org/view/793801
ER  - 

TY  - SER
AN  - 01037202
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Smith, Kurt D
TI  - Concrete Pavement Rehabilitation and Preservation Treatments
PY  - 2005/11
IS  - FHWA-IF-06-005
SP  - 15p
AB  - This technical brief describes several concrete pavement rehabilitation and preservation treatments that were examined under Federal Highway Administration Special Project 205.  The purpose and application of each treatment are reviewed, followed by a brief summary of application, materials, design, and construction recommendations.  The treatments evaluated include joint resealing, slab stabilization, partial depth repairs, full depth repairs, load transfer restoration, and diamond grinding and grooving.
KW  - Concrete pavements
KW  - Diamond grinding
KW  - Full-depth reclamation
KW  - Joint resealing
KW  - Load transfer
KW  - Partial depth repairs
KW  - Pavement grooving
KW  - Preservation
KW  - Rehabilitation (Maintenance)
KW  - Slab stabilization
UR  - http://www.fhwa.dot.gov/pavement/pccp/pubs/06005/06005.pdf
UR  - https://trid.trb.org/view/793802
ER  - 

TY  - RPRT
AN  - 01031567
AU  - Prowell, Brian D
AU  - Baker, Nolan V
AU  - National Center for Asphalt Technology
AU  - Federal Highway Administration
AU  - National Asphalt Pavement Association (NAPA)
TI  - Round Robin Evaluation of New Test Procedures for Determining the Bulk Specific Gravity of Fine Aggregate
PY  - 2005/11
SP  - 85p
AB  - This study evaluated two automated methods for determining the dry bulk specific gravity (Gsb) of fine aggregates, the Thermolyne SSDetect and InstroTek Corelok. Each proposed method was evaluated against the standard method described in American Association of State Highway and Transportation Officials (AASHTO) T 84. The evaluation was based on a round robin study with twelve labs and six materials, four crushed fine and two uncrushed (natural) fine aggregate sources. The Corelok and SSDetect methods of determining fine aggregate specific gravity offer significant timesavings over AASHTO T 84. Both the Corelok and SSDetect methods generally produce Gsb results that are similar to AASHTO T 84. It is believed that AASHTO T 84 may not produce accurate results for angular materials with high dust contents. More frequent statistical differences exist between both the Corelok and SSDetect apparent specific gravity (Gsa) and water absorption results and the AASHTO T 84 results than were observed for Gsb. However, Gsa and water absorption are not used in volumetric calculations for hot mix asphalt. Both new methods offer improved precision as compared to AASHTO T 84, particularly for crushed materials with high dust contents.
KW  - Angularity
KW  - Crushed aggregates
KW  - Dust
KW  - Fine aggregates
KW  - Hot mix asphalt
KW  - Round robin testing
KW  - Specific gravity
KW  - Test procedures
KW  - Volumetric analysis
KW  - Water absorption
UR  - http://www.eng.auburn.edu/research/centers/ncat/files/reports/2005/rep05-07.pdf
UR  - https://trid.trb.org/view/787754
ER  - 

TY  - RPRT
AN  - 01031290
AU  - Harrison, Robert
AU  - Hutson, Nathan
AU  - Resor, Randy
AU  - Blaze, Jim
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Planning for Container Growth Along the Houston Ship Channel and Other Texas Seaports: An Analysis of Corridor Improvement Initiatives for Intermodal Cargo
PY  - 2005/11//Technical Report
SP  - 93p
AB  - This is a study of Texas port and rail infrastructure and its suitability for handling increased volumes of containers in the near future. The report is the latest in a series of studies performed by of the Center for Transportation Research for the Texas Department of Transportation. Four ports and their corresponding rail corridors are covered within the report. They are the Ports of Beaumont, Houston, Corpus Christi and Brownsville. The report reviews recent actions taken by each of these ports in order to improve the efficiencies of container handling and/or the efficiencies of inland intermodal corridors. The researchers conclude that demographic and economic changes in Texas may lead to an intrastate diversification of container flows with more cargo ports handling inbound container shipments. Increasing energy prices and constraints on the trucking industry will create incentives for greater reliance on rail for intermodal movements, especially for out of state destinations.
KW  - Beaumont (Texas)
KW  - Brownsville (Texas)
KW  - Cargo handling
KW  - Container handling
KW  - Containers
KW  - Corpus Christi (Texas)
KW  - Freight transportation
KW  - Houston (Texas)
KW  - Improvements
KW  - Infrastructure
KW  - Intermodal transportation
KW  - Planning
KW  - Ports
KW  - Railroad corridors
KW  - Railroads
KW  - Seaports
KW  - Shipments
KW  - Urban growth
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5068_1.pdf
UR  - https://trid.trb.org/view/787681
ER  - 

TY  - SER
AN  - 01029928
JO  - TechBrief
PB  - Federal Highway Administration
TI  - Compilation and Evaluation of Results from High-Performance Concrete Bridge Projects
PY  - 2005/11
SP  - 2p
AB  - This TechBrief is a technical summary of the report "Compilation and Evaluation of Results from High-Performance Concrete Bridge Projects, Volume I: Final Report," FHWA-HRT-05-056.  In 1993, the Federal Highway Administration (FHWA) initiated a national program to implement the use of high-performance concrete (HPC) in bridges.  The program included the construction of demonstration bridges throughout the United States.  In addition, other States have implemented the use of HPC in various bridge elements.  Construction of these bridges has provided a large amount of data about the use of HPC.  The objectives of this project were as follows:  (1) Collect and compile information from each of the joint State-FHWA HPC bridge projects and other HPC bridge projects; (2) Analyze and evaluate the compiled information in comparison with existing AASHTO specifications and guidelines for materials, testing, structural design, and construction; (3) Recommend equations, specifications with commentary, and guidelines for material and structural properties where sufficient research results exist; and (4) Produce specific recommendations for needed research where insufficient research results exist.  This TechBrief contains proposed revisions to the AASHTO specifications, recommendations for needed research, and an evaluation of the FHWA definition of HPC.
KW  - Bridges
KW  - Data collection
KW  - Definitions
KW  - Future research
KW  - Guidelines
KW  - High performance concrete
KW  - Recommendations
KW  - Revisions
KW  - Specifications
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/05060/index.cfm
UR  - https://trid.trb.org/view/786715
ER  - 

TY  - RPRT
AN  - 01029082
AU  - Ozbay, Kaan
AU  - Xiao, Weihua
AU  - Jaiswal, Gaurav
AU  - Bartin, Bekir
AU  - Rutgers University, Piscataway
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Incident Management Strategies
PY  - 2005/11//Final Report
SP  - 233p
AB  - In this project, incident management related literature is reviewed and important incident management procedures and technologies currently used in the U.S. are described in detail.  Impacts of these incident management strategies and technologies in terms of measures of effectiveness are also discussed using the information obtained from the literature review.  Accident data are obtained from the New Jersey Department of Transportation (NJDOT) and part of these data related to the proposed test network, namely part of the South Jersey network, is analyzed to understand the incident occurrence characteristics.  Several incident occurrence/incident duration and severity models are also proposed.  Comprehensive user-friendly "incident management" simulation software is developed as part of the project.  This was needed in order to realistically evaluate the benefits of various incident management strategies and technologies identified in the literature review section.  Rutgers Incident Management Systems (RIMS) software uses a realistic traffic simulation model based on the cell transmission model proposed by Daganzo.  The developed software can also generate incidents and test various response strategies and technologies.  This integrated incident management and traffic simulation tool, which is an attempt to develop a specific tool just designed for the purpose of incident management evaluation studies, is then applied to the selected test network using various scenarios ranging from simple to more complex.  Finally, a detailed cost benefit (C/B) analysis is performed for these selected scenarios using the cost figures mainly obtained from the cost database provided by FHWA.  The C/B analysis produced C/B ratios higher than for all the tested scenarios, implying positive impacts of the tested incident management scenarios and technologies.  These positive findings are also shown to support the findings of similar studies conducted in other parts of the country.  However, it should be kept in mind that these are preliminary results based on various assumptions and more detailed studies are needed to further improve the reliability of these results.
KW  - Benefit cost analysis
KW  - Incident management
KW  - Literature reviews
KW  - Measures of effectiveness
KW  - Software
KW  - Strategic planning
KW  - Traffic simulation
UR  - http://cait.rutgers.edu/files/FHWA-NJ-2005-020.pdf
UR  - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2005-020.pdf
UR  - https://trid.trb.org/view/786330
ER  - 

TY  - RPRT
AN  - 01026397
AU  - Raynault, Eloisa
AU  - Pecheux, Kelley
AU  - Huang, Herman
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Promoting Pedestrian and Bicyclist Safety to Hispanic Audiences
PY  - 2005/11
SP  - 44p
AB  - This marketing plan, which uses available reference materials and additional research in the form of focus group session results, showcases a strategy for marketing pedestrian and bicycle safety issues/concerns to different Hispanic populations in the United States.
KW  - Bicycle safety
KW  - Focus groups
KW  - Hispanics
KW  - Marketing
KW  - Pedestrian safety
KW  - Promotion
KW  - Strategic planning
KW  - United States
UR  - http://safety.fhwa.dot.gov/ped_bike/hispanic/fhwasa05024/form_dot_1700.cfm
UR  - https://trid.trb.org/view/783424
ER  - 

TY  - RPRT
AN  - 01025852
AU  - Palmatier, Amanda H
AU  - Frank, Karl H
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Application of Ultrasonic Impact Treatment to In-Service Signal Mast Arms
PY  - 2005/11//Technical Report
SP  - 31p
AB  - The application of Ultrasonic Impact Treatment (UIT) to signal mast arms in the field is described. UIT has been demonstrated in the laboratory to provide a simple means to improve the fatigue performance of the fillet weld of connection of the mast arm tube to the end plate. The procedures used in the field are detailed and the time required for a repair documented. A fatigue test of a mast arm treated in the field is presented. The fatigue test indicated that the UIT treatment improved the performance of the connection to the level of a connection with a thicker end plate. UIT provides a cost effective means of increasing the service life of the mast arms at intersections where galloping oscillations of the mast arms have been observed.
KW  - Cost effectiveness
KW  - End plates
KW  - Fatigue tests
KW  - Fillet welds
KW  - Intersections
KW  - Laboratory tests
KW  - Oscillation
KW  - Service life
KW  - Signal mast arms
KW  - Structural connection
KW  - Traffic signals
KW  - Ultrasonic impact treatment
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_4178_01_2.pdf
UR  - https://trid.trb.org/view/782687
ER  - 

TY  - RPRT
AN  - 01025737
AU  - Richards, C M
AU  - Michaels, E F
AU  - Campbell, J L
AU  - Battelle Human Factors Transportation Center
AU  - Federal Highway Administration
TI  - Driver Attitudes and Behaviors at Intersections and Potential Effectiveness of Engineering Countermeasures
PY  - 2005/11//Focus Group Study
SP  - 174p
AB  - The objective of this focus group study was to identify driver attitudes and behaviors related to intersection safety and to assess the likely impacts of new or existing infrastructure-based technologies/countermeasures.  Four focus groups were conducted at each of three test sites:  Washington, DC; Chicago, IL; and Seattle, WA.  At each site, the four groups corresponded to the age/gender characteristics identified as important to this project.  The four groups were:  18- to 35-year-old female drivers only; 18- to 35-year-old male drivers only; 35- to 55-year-old drivers of both genders; and 65+-year-old drivers of both genders.  At each site, the focus groups took place over two separate evenings, with two focus groups conducted per evening.  A total of 119 individuals participated in the focus groups.  The effort focused on identifying driver attitudes and behaviors with respect to four intersection scenarios:  (1) red-light running, (2) left turns at busy intersections, (3) turning left onto a major road with moderate traffic, and (4) rear-end crashes.  For each of these four scenarios, results and conclusions relevant to the following key questions are developed and presented:  What are drivers most likely to do in this scenario?  Why do drivers engage in these behaviors?  What engineering countermeasures have the most promise for improving traffic safety?
KW  - Age groups
KW  - Attitudes
KW  - Behavior
KW  - Countermeasures
KW  - Drivers
KW  - Focus groups
KW  - Gender
KW  - Intersections
KW  - Left turns
KW  - Rear end crashes
KW  - Red light running
KW  - Traffic engineering
KW  - Traffic safety
UR  - http://www.fhwa.dot.gov/publications/research/safety/05078/index.cfm
UR  - http://ntl.bts.gov/lib/31000/31200/31221/FHWA-HRT-05-078.pdf
UR  - https://trid.trb.org/view/782978
ER  - 

TY  - RPRT
AN  - 01025518
AU  - Chavez, Eric
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Hot Mix Asphalt Gradation Acceptance Review of QC/QA Data 2000 Through 2004
PY  - 2005/11//Final Report
SP  - 137p
AB  - This report analyzes the Quality Control/Quality Assurance (QC/QA) data for hot mix asphalt using gradation acceptance awarded in the years 2000 through 2004.  Analysis of the overall project performance is accomplished by reviewing the Calculated Pay Factor Composite (CPFC) and Incentive/Disincentive Payments (I/DP) calculations.  A detailed analysis of each of the test elements: mat density, percent asphalt, gradation, and joint density is also presented in tables, figures, and sub-reports.  Various data groupings are used to evaluate the data including: year, region, and grading.  Continued improvements can be measured for the hot mix asphalt in the years 2000 through 2004.  When evaluating the overall results for the projects the CPFC has increased 0.007 over the five years.  The pay factors for the individual elements have increased in the mat density, gradation, and joint density elements.  The pay factor for the asphalt content element has remained constant.  Likewise, the quality levels have increased for each of the elements except for that of the asphalt content which showed a slight decrease.  When ranking the elements by quality levels the author found that the ranking is the same as the importance given the element, the W factor.  The mat density element has the best quality levels.  Next best quality levels are reported in the percent asphalt element.  The gradation element continues to rank below that of the mat density and percent asphalt elements.  After the initial two years of testing the joint density element has the lowest reported quality levels of any of the elements.  When analyzing the test elements by grading it is seen that all of the quality levels are improving or at least remaining constant.  The only exception to this is in the percent asphalt results for grading SX which showed a decline over five years.  However, the results for the last two years have been very close to those for grading S.  The results for the joint density element by grading after two years are mixed.  The quality levels for grading have improved.  The results for grading SX decreased.  More test results are needed to better analyze this element.
KW  - Asphalt content
KW  - Asphalt gradation
KW  - Calculated pay factor composite
KW  - Evaluation
KW  - Hot mix asphalt
KW  - Incentives
KW  - Joint density
KW  - Mat density
KW  - Pay factors
KW  - Quality assurance
KW  - Quality control
KW  - Ranking (Statistics)
KW  - Testing
UR  - http://www.dot.state.co.us/Publications/PDFFiles/Gradation06.pdf
UR  - https://trid.trb.org/view/782528
ER  - 

TY  - RPRT
AN  - 01024755
AU  - Maze, Thomas H
AU  - Burchett, Garrett
AU  - Hochstein, Joshua
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
AU  - Midwest Transportation Consortium
TI  - Synthesis of Procedures to Forecast and Monitor Work Zone Safety and Mobility Impacts
PY  - 2005/11//Final Report
SP  - 101p
AB  - Administrative Final Rule CFR Part 630 Subpart J "Work Zone Safety and Mobility" requires that state transportation agencies (STAs) develop policies to investigate the safety and mobility impacts as early as possible in the project development process.  The rule provides some flexibility by allowing each state to set its own procedures and policies to comply with the rule and by allowing states to seek solutions which are commensurate with the severity of the potential impacts and require the most aggressive planning for "Significant Projects."  This report provides a synthesis of what is currently being done by STAs across the country to plan, manage, operate, and evaluate work zone safety and mobility.  The research to develop this synthesis was broken into three distinct steps.  The first step was to review the literature regarding work zone safety and mobility strategies.  The second was to conduct interviews with staff members at 30 STAs.  The last step was to conduct more detailed case studies of three STAs.  The authors found that only California and Ohio (there may be more states than this, but these were the two discovered) had really thought about work zone impacts throughout the life-cycle of project development and project delivery and had documented the roles and interactions between different offices.  Most agencies interviewed lacked objective performance data, although many described processes where they have experts review and evaluate work zones on a periodic or continuous basis.
KW  - California
KW  - Case studies
KW  - Impacts
KW  - Interviewing
KW  - Literature reviews
KW  - Mobility
KW  - Monitoring
KW  - Ohio
KW  - State departments of transportation
KW  - Strategic planning
KW  - Syntheses
KW  - Work zone safety
UR  - http://www.ctre.iastate.edu/reports/work_zone_mobility.pdf
UR  - https://trid.trb.org/view/782497
ER  - 

TY  - RPRT
AN  - 01023848
AU  - Mallett, William
AU  - Schmitt, Rolf
AU  - Sedor, Joanne
AU  - Battelle
AU  - Federal Highway Administration
TI  - Freight Facts and Figures 2005
PY  - 2005/11
SP  - 57p
AB  - This report provides a snapshot of freight transportation, focusing on the volume and value of freight shipments, the extent of the freight network, industry employment and productivity patterns, its safety record, energy use, and the environmental consequences of freight movements.  Economic and social characteristics of the United States are also provided as background information.  Metric data are available for several tables as well.
KW  - Air cargo
KW  - Economic and social factors
KW  - Employment
KW  - Energy consumption
KW  - Environmental impacts
KW  - Freight transportation
KW  - Pipelines
KW  - Productivity
KW  - Railroads
KW  - Statistics
KW  - Tables (Data)
KW  - Trade
KW  - Transportation safety
KW  - Trucking
KW  - United States
KW  - Water transportation
UR  - http://www.ops.fhwa.dot.gov/freight/freight_analysis/nat_freight_stats/docs/05factsfigures/index.htm
UR  - http://www.ops.fhwa.dot.gov/freight/freight_analysis/nat_freight_stats/docs/05factsfigures/pdf/fff2005.pdf
UR  - https://trid.trb.org/view/781660
ER  - 

TY  - RPRT
AN  - 01023456
AU  - Mallett, William J
AU  - Torrence, Jakia
AU  - Seplow, Jennifer
AU  - Battelle
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Work Zone Public Information and Outreach Strategies
PY  - 2005/11
SP  - v.p.
AB  - This document is meant to help transportation agencies plan and implement effective public information and outreach campaigns for work zones. The focus of this document is not on project selection and design, but on the travel impacts of a work zone -- such as lane closings, new traffic patterns, and traffic delay -- and available travel alternatives (e.g., different routes and travel modes). This document provides information and strategies for developing public information and outreach campaigns for specific work zones, rather than general work zone education and safety campaigns. It is primarily designed for personnel in transportation agencies responsible for planning and operating highway work zones and those responsible for public relations and public information. It will also be of interest to transportation policy makers, work zone contractors, consultants, public relations firms, and emergency responders. This document also provides support to agencies in their efforts to implement the recently updated work zone regulations. In September 2004, the Federal Highway Administration (FHWA) published updates to the work zone regulations at 23 CFR 630 Subpart J. The updated rule addresses the use of public information and outreach as a work zone management tool. The updated rule is referred to as the Work Zone Safety and Mobility Rule (Rule) and applies to all State and local governments that receive Federal-aid highway funding. Transportation agencies are required to comply with the provisions of the Rule by October 12, 2007. The changes made to the regulations broaden the former rule to better address the work zone issues of today and the future. Growing congestion on many roads, and an increasing need to perform rehabilitation and reconstruction work on existing roads already carrying traffic, are some of the issues that have lead to additional, more complex challenges to maintaining work zone safety and mobility. To help address these issues, the Rule provides a decision-making framework that facilitates comprehensive consideration of the broader safety and mobility impacts of work zones across project development stages, and the adoption of additional strategies that help manage these impacts during project implementation. The Rule requires agencies to develop an agency-level work zone safety and mobility policy to support systematic consideration and management of work zone impacts across all stages of project development. Based on the policy, agencies will develop processes and procedures to support implementation of the policy. The third primary element of the Rule calls for the development of project-level procedures to address the work zone impacts of individual projects. This includes requirements for identifying significant projects and developing and implementing transportation management plans (TMPs) for all projects. For significant projects, the TMP must include public information and outreach strategies to inform those affected by the project of expected work zone impacts and changing conditions. This document is the second of four guidance documents on the Rule and contains guidance, as well as many examples of work zone public information and outreach campaigns used by transportation agencies.
KW  - Decision making
KW  - Guidance
KW  - Highway travel
KW  - Implementation
KW  - Lane closure
KW  - Outreach
KW  - Policy
KW  - Procedures
KW  - Public information programs
KW  - Reconstruction
KW  - Regulations
KW  - Rehabilitation (Maintenance)
KW  - Road construction
KW  - Strategic planning
KW  - Traffic congestion
KW  - Traffic delays
KW  - Traffic patterns
KW  - Transportation management plans
KW  - Work zone safety
KW  - Work Zone Safety and Mobility Rule
KW  - Work zone traffic control
KW  - Work zones
UR  - http://ops.fhwa.dot.gov/wz/info_and_outreach/
UR  - https://trid.trb.org/view/781029
ER  - 

TY  - RPRT
AN  - 01022815
AU  - Bonneson, J
AU  - Zimmerman, K
AU  - Fitzpatrick, K
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Roadway Safety Design Synthesis
PY  - 2005/11//Product
SP  - 204p
AB  - Highway safety is an ongoing concern to the Texas Department of Transportation (TxDOT).  As part of its proactive commitment to improving highway safety, TxDOT is moving toward including quantitative safety analyses earlier in the project development process.  The objectives of this research project are: (1) the development of safety design guidelines and evaluation tools to be used by TxDOT designers, and (2) the production of a plan for the incorporation of these guidelines and tools in the planning and design stages of the project development process.  This document describes the effect of key design components on street and highway safety.  The information presented herein represents the findings from a critical review of the literature and an evaluation of the reported safety trends and relationships.  The purpose of this document is to promote the explicit and objective consideration of safety in the design process.  It is envisioned to be a reference document that will be useful to engineers and researchers who desire detailed safety information on various highway geometric design elements.  The information in this document was used to develop the guidelines presented in the Interim Roadway Safety Design Workbook.
KW  - Development
KW  - Evaluation
KW  - Geometric design
KW  - Guidelines
KW  - Highway design
KW  - Highway engineers
KW  - Highway safety
KW  - Literature reviews
KW  - Planning and design
KW  - Project management
KW  - Researchers
KW  - Strategic planning
KW  - Streets
KW  - Syntheses
KW  - Texas
KW  - Trend (Statistics)
UR  - http://tti.tamu.edu/documents/0-4703-P1.pdf
UR  - https://trid.trb.org/view/775667
ER  - 

TY  - RPRT
AN  - 01022693
AU  - Sebesta, Stephen
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Continued Evaluation of Microcracking in Texas
PY  - 2005/11//Technical Report
SP  - 56p
AB  - This project focused on evaluating the effectiveness of the microcracking concept for reducing shrinkage cracking in cement-treated bases (CTB). Microcracking can be defined as the application of several vibratory roller passes to the cement-treated base at a short curing stage, typically after 1 to 3 days, to create a fine network of cracks. Previous report 0-4502-1 described activities undertaken during the first two years of this research project to validate and develop guidelines for the application of microcracking. This report (4502-2) details results from continued monitoring of field test sections, along with details from new microcracking test sites constructed between September 2004 and August 2005. Based upon the results, this report presents revised guidelines as an Appendix for the application of microcracking to reduce the risk of reflective cracking problems from cement-treated bases. Even if implemented on only 25 percent of Texas Department of Transportation CTB projects, it is estimated microcracking could save the department approximately $1.5 million in net present value (NPV) costs through reductions in future crack sealing operations. Given the range of observed effectiveness of microcracking, full implementation could save between $3.3 and $8.6 million in yearly NPV costs.
KW  - Base course (Pavements)
KW  - Cement treated bases
KW  - Cement treated soils
KW  - Cost effectiveness
KW  - Costs
KW  - Crack sealing
KW  - Field tests
KW  - Guidelines
KW  - Microcracking
KW  - Net present value
KW  - Pavement cracking
KW  - Reflection cracking
KW  - Shrinkage
KW  - Test sections
KW  - Texas
KW  - Vibratory equipment
UR  - https://trid.trb.org/view/778703
ER  - 

TY  - JOUR
AN  - 01016409
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Cazenas, Patricia A
TI  - On the Road to Environmental Excellence
PY  - 2005/11
VL  - 69
IS  - 3
SP  - pp 2-9
AB  - Every 2 years, the Federal Highway Administration (FHWA) honors outstanding achievements in environmental sensitivity in highway projects through its Environmental Excellence Awards program.  Any project that uses Federal highway funds is eligible.  This article reports on the winners for 2005, presented in 11 categories.  Oregon's Bridge Replacement Environmental Stewardship Program included an environmental baseline report that informed design teams of opportunities to avoid or minimize the environmental impact of individual bridge projects.   North Carolina's Scenic Byways program developed a curriculum that provides teachers with a variety of materials to encourage students to explore North Carolina's natural history and culture.  To accommodate the growing demand for more mass transit from Eden Prairie, Minnesota to the larger Minneapolis metropolitan area, SouthWest Metro Transit designed a pedestrian-friendly, transit-oriented, and environmentally sensitive transportation station.  Five centuries of history come alive at South Riverwalk Park, a Trenton, NJ, project built above a reconstructed stretch of road and tunnel.  The California Department of Transportation (CALTRANS) and its Federal partners developed an innovative technique to minimize adverse impacts on marine organisms during pile-driving work for the new east span of the San Francisco-Oakland Bay Bridge and other Bay Area seismic retrofits.  The North Carolina Department of Transportation established a program that includes research in wetland and stream mitigation, freshwater mussels, genetic isolation of species, wildlife passages, and water quality.  Boston's Big Dig (the Central Artery/unnel Project) features an underground roadway that replaces an elevated highway and enhances the compact, walkable character of downtown Boston, Massachusetts.  New York State's Department of Transportation's Route 25 project aimed to preserve the natural environment and scenic quality of the village of Greenport in eastern Long Island.  Located in west Raleigh, North Carolina, the Reedy Creek Greenway system provides a paved, multistate pathway for bicyclists and pedestrians, connecting residential areas to two college campuses, the North Carolina Museum of Art, the Prairie Ridge education center, a university research forest, and a state park.  The Colorado Department of Transportation implemented a plan for managing snow on the Berthoud Pass the promotes environmental protection and protects the water quality near the roadways.  A final award, that of Excellence in Environmental Leadership, was given to William Ruediger, a longtime advocate of habitat protection and one of the leading practitioners of the emerging science of road ecology.  The article concludes with a brief description of the application process for the 2006 awards.  The article is illustrated with full-color photographs of most of the projects discussed.
KW  - Boston (Massachusetts)
KW  - California
KW  - City planning
KW  - Colorado
KW  - Ecology
KW  - Environmental design
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Highway design
KW  - Landscape architecture
KW  - Minnesota
KW  - New Jersey
KW  - New York (State)
KW  - North Carolina
KW  - Oregon
KW  - Pedestrian areas
KW  - Pollution control
KW  - Restoration ecology
KW  - Roadside improvement
UR  - http://www.fhwa.dot.gov/publications/publicroads/05nov/01.cfm
UR  - https://trid.trb.org/view/773036
ER  - 

TY  - RPRT
AN  - 01020186
AU  - Mehta, Yusuf A
AU  - Sukumaran, Beena
AU  - Liddle, John
AU  - Stevenson, Jeremy
AU  - Rowan University
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of New Devices for Use in Determining Mechanistic Properties and Performance
PY  - 2005/11//Final Report
SP  - 71p
AB  - The objective of this report is to provide the Wisconsin Department of Transportation (WisDOT) with an in-depth discussion of the various alternatives currently available for evaluating asphalt concrete mixtures and pavements in the field.  An extensive literature review of current test methods and devices which can be used to evaluate asphalt concrete mixtures was conducted.  Also, creep and recovery and indentation tests were performed at Rowan University to investigate their potentials as plant and field quality control tests, respectively.  The results of these tests, as well as the results of the literature review, are presented in this report.  Finally, recommendations are made to WisDOT as to which method/device would be best for evaluating asphalt concrete mixtures and pavements in the field.
KW  - Asphalt concrete pavements
KW  - Asphalt mixtures
KW  - Creep tests
KW  - Field tests
KW  - Literature reviews
KW  - Mechanical properties
KW  - Pavement performance
KW  - Quality control
KW  - Recommendations
KW  - Relaxation (Mechanics)
KW  - Test procedures
KW  - Testing equipment
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/03-15newdevices-f.pdf
UR  - https://trid.trb.org/view/775387
ER  - 

TY  - RPRT
AN  - 01019636
AU  - Ping, W V
AU  - Yang, Zenghai
AU  - FAMU-FSU College of Engineering
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Development of an Automated Procedure for Implementing Resilient Modulus Test for Design of Pavement Structures in Florida
PY  - 2005/11//Final Report
SP  - 109p
AB  - The resilient modulus (MR) of pavement materials is an essential parameter for mechanistically based pavement design procedure.  Conducting the MR test in a triaxial chamber is a time consuming task and calls for skill and carefulness. Besides running the test, the engineer needs to spend a lot of time in designing spreadsheets, entering data, consulting complementary protocols and eventually performing the statistical analysis and printing final reports.  It is also inconvenient to maintain these Excel files and difficult to search the data from these files.  The amount of time and effort in conducting the MR test and manipulating the test results could be significantly saved by using a computerized software program.  The reliability of the test results could also be improved accordingly.  A resilient modulus database, Soil Lab Assistant (SLA) was developed to store the available MR test results and to facilitate soil resilient modulus evaluation and pavement design.  The Soil Lab Assistant is a software application, written in Visual Basic 6, that was conceived as a way of assisting soil lab technicians to run the soil triaxial test, analyze the test data, store the final test results to the data base, retrieve data from the data base, and produce final test reports.  The development and application of the SLA were described and summarized in this report.
KW  - Computer programs
KW  - Data analysis
KW  - Data storage
KW  - Databases
KW  - Development
KW  - Evaluation
KW  - Implementation
KW  - Information retrieval
KW  - Mechanistic design
KW  - Modulus of resilience
KW  - Pavement design
KW  - Software
KW  - Soils
KW  - Spreadsheets
KW  - Subgrade (Pavements)
KW  - Testing
KW  - Triaxial tests
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC352_11_rpt.pdf
UR  - https://trid.trb.org/view/772377
ER  - 

TY  - RPRT
AN  - 01019639
AU  - Wang, Kejin
AU  - Shah, Surendra P
AU  - White, David J
AU  - Gray, Joseph
AU  - Voigt, Thomas
AU  - Gang, Lu
AU  - Hu, Jiong
AU  - Halverson, Clinton
AU  - Pekmezci, Bekir Yilmaz
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Self-Consolidating Concrete--Applications for Slip-Form Paving: Phase I (Feasibility Study)
PY  - 2005/11//Final Report
SP  - 63p
AB  - Over-consolidation is often visible as longitudinal vibrator trails in the surface of concrete pavements constructed using slip-form paving.  Concrete research and practice have shown that concrete material selection and mix design can be tailored to provide a good compaction without the need for vibration.  However, a challenge in developing self-consolidating concrete for slip-form paving (SF SCC) is that the new SF SCC needs to possess not only excellent self-compactibility and stability before extrusion, but also sufficient "green" strength after extrusion, while the concrete is still in a plastic state.  The SF SCC to be developed will not be as fluid as the conventional SCC, but it will (1) be workable enough for machine placement, (2) be self-compacting with minimum segregation, (3) hold shape after extrusion from a paver, and (4) have performance properties (strength and durability) compatible to current pavement concrete.  The overall objective of this project is to develop a new type of SCC for slip-form paving to produce more workable concrete and smoother pavements, better consolidation of the plastic concrete, and higher rates of production.  Phase I demonstrated the feasibility of designing a new type of SF SCC that can not only self-consolidate, but also have sufficient green strength.  In this phase, a good balance between flowability and shape stability was achieved by adopting and modifying the mix design of self-consolidating concrete to provide a high content of fine materials in the fresh concrete.  It was shown that both the addition of fine particles and the modification of the type of plasticizer  significantly improve fresh concrete flowability.  The mixes used in this phase were also found to have very good shape stability in the fresh state.  Phase II will focus on developing a SF SCC mix design in the lab and a performing a trial of the SF SCC in the field.  Phase III will include field study, performance monitoring, and technology transfer.
KW  - Compaction
KW  - Concrete green strength
KW  - Concrete pavements
KW  - Durability
KW  - Feasibility analysis
KW  - Fine aggregates
KW  - Flowability
KW  - Materials selection
KW  - Mix design
KW  - Overconsolidation
KW  - Plasticity
KW  - Plasticizers
KW  - Self compacting concrete
KW  - Shape
KW  - Slip form paving
KW  - Smoothness
KW  - Stability (Mechanics)
KW  - Workability
UR  - http://www.ctre.iastate.edu/reports/scc_pave.pdf
UR  - https://trid.trb.org/view/772421
ER  - 

TY  - RPRT
AN  - 01019179
AU  - Gilbert, Kim
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Thermal Segregation
PY  - 2005/11//Final Report
SP  - 31p
AB  - The purpose of this study was to detect thermal segregation and its resulting effect on pavement density.  Thermal segregation can be caused by material cooling and not being thoroughly remixed or by segregation of the hot mix asphalt (HMA).  If the HMA segregates, it is expected that the coarse aggregate will cool more quickly than will the fine aggregate.  This study identified areas of thermal segregation, either by cooling or by material segregation.  A thermal camera was used to quickly identify areas with a 25 degree F or greater temperature difference.  An infrared temperature gun was also used in an attempt to locate temperature segregation with a less costly device.  Segregated areas were located for nuclear density testing following rolling of the HMA.  The area that was 25 degrees F or more cooler than the surrounding mat was tested for relative compaction.  An adjacent area that was a minimum of 25 degrees F warmer was also tested for relative compaction.  Information was gathered about mix nominal maximum aggregate size, binder type, paver type, truck type, delivery system, etc. to determine if a change in some factors could aid in decreasing segregation.  The study showed that grading S mixes temperature segregate at three times the rate than do the finer gradation SX mixes.  End dump trucks used without Material Transfer Devices are prone to temperature segregation.  Also, windrow elevators appear to work as well as do Material Transfer Devices.
KW  - Aggregate gradation
KW  - Asphalt pavements
KW  - Binders
KW  - Cameras
KW  - Coarse aggregates
KW  - Density
KW  - Hot mix asphalt
KW  - Infrared analysis
KW  - Material transfer devices
KW  - Mixtures
KW  - Nominal maximum aggregate size
KW  - Pavers
KW  - Segregation (Aggregates)
KW  - Temperature
KW  - Windrow elevator
UR  - http://www.dot.state.co.us/Publications/PDFFiles/thermalsegregation.pdf
UR  - https://trid.trb.org/view/771826
ER  - 

TY  - RPRT
AN  - 01019131
AU  - Fisher, Grant
AU  - Goodin, Ginger
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Decision Framework for Selection of Managed Lanes Strategies
PY  - 2005/11//Technical Report
SP  - 56p
AB  - This report documents the development of a decision support methodology that accomplishes two objectives: (1) sorts out the relationships between managed lanes concepts and strategies, and (2) maps the knowledge territory in order to identify gaps. In conjunction with this particular research task, a user-friendly preliminary screening tool has been developed to assist the Texas Department of Transportation (TxDOT) in identifying managed lanes strategy options very early in the conceptual planning process. The framework for the decision support methodology is the backbone for the Managed Lanes Handbook, which offers the resources and guidance to develop a managed lanes project, addressing characteristics unique to individual facilities. This report also summarizes the evolution of managed lanes in Texas over the last five years, the legislative initiatives that have shaped TxDOT’s current approach to implementation, and the gaps in the knowledge base that still leave many questions unanswered. At the national level managed lanes are a relatively new and emerging concept. However, TxDOT has led the nation in research and development with two high-occupancy toll (HOT) lanes and 10 freeway high-occupancy vehicle (HOV) facilities in operation and over a dozen managed lanes projects currently under development in 10 Texas cities. Even with the experience to date, there are still many unanswered questions related to the long-term operation of managed lanes and numerous unknown factors that will require further research and documented practical experience through diligent monitoring and evaluation of facilities as they are implemented.
KW  - Decision support systems
KW  - Handbooks
KW  - High occupancy toll lanes
KW  - High occupancy vehicle lanes
KW  - History
KW  - Legislation
KW  - Managed lanes
KW  - Strategic planning
KW  - Texas
UR  - https://trid.trb.org/view/773060
ER  - 

TY  - RPRT
AN  - 01019018
AU  - Lundy, James R
AU  - Sandoval-Gil, Jesus
AU  - Brickman, Andrew
AU  - Patterson, Bruce
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Asphalt Mix Characterization Using Dynamic Modulus and APA Testing
PY  - 2005/11//Final Report
SP  - 114p
AB  - This final report summarizes two research efforts related to asphalt mix characterization: dynamic modulus and Asphalt Pavement Analyzer testing. One phase of the research consisted of a laboratory-based evaluation of dynamic modulus of Oregon dense-graded hot mix asphalt mixes. Gyratory compacted specimens were prepared using a single aggregate source and gradation and four binder grades. After coring and sawing, specimens were tested following American Association of State Highway and Transportation Officials (AASHTO) TP 62-03. Differences in mix design versus field compacted air voids were investigated for typical surface-course mixes and mixes proposed for use in rich base-course mixes in long-life pavements. Master curves were developed for all combinations (sixteen) and made available for Oregon Department of Transportation (ODOT) pavement design engineers. Laboratory results did not compare well with the dynamic modulus values predicted using the regression-based equation available in the National Cooperative Highway  Research Program (NCHRP) Project 1-37A final report. The other phase of the research evaluated Asphalt Pavement Analyzer test results on six ODOT projects that exhibited premature permanent deformation. For three of the six projects, suitable aggregates and binder were available to replicate the field mixes. Results were mixed, but it appeared that a 5.0 mm limiting criterion may be suitable for the mix design phase of mix evaluation. Additional testing was recommended.
KW  - Air voids
KW  - Asphalt mixtures
KW  - Asphalt Pavement Analyzer
KW  - Asphalt tests
KW  - Cores (Specimens)
KW  - Dynamic modulus of elasticity
KW  - Gyratory testing machines
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Mix design
KW  - Rutting
KW  - Test procedures
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/DynamicModulus.pdf
UR  - https://trid.trb.org/view/772975
ER  - 

TY  - RPRT
AN  - 01019041
AU  - Geiger, David
AU  - Wells, Paul
AU  - Bugas-Schramm, Patricia
AU  - Love, Lacy
AU  - McNeil, Sue
AU  - Merida, Dennis
AU  - Meyer, Michael D
AU  - Ritter, Robert
AU  - Steudle, Kirk
AU  - Tuggle, Donald
AU  - Velasquez, Larry
AU  - American Trade Initiatives
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
TI  - Transportation Asset Management in Australia, Canada, England, and New Zealand
PY  - 2005/11
SP  - 160p
AB  - A significant challenge for U.S. transportation agencies is managing the transportation asset base while funding expansions of the network to meet increasing demands.  The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of asset management experience, techniques, and processes in Australia, Canada, England, and New Zealand.  In its study, the U.S. team observed that asset management as an organizational culture and decisionmaking process is critical to transportation programs facing significant capital renewal and preservation needs and that successful programs require top-level commitment.  The team also learned that agencies in the countries studied used asset management practices to obtain funding for transportation infrastructure.  The team's recommendations for possible implementation in the United States include using asset management principles to assess and invest in the Interstate System, creating a National Asset Management Steering Committee to distribute information and provide training, developing a Web-based asset-management toolbox, and conducting research on asset management topics.
KW  - American Association of State Highway and Transportation Officials
KW  - Asset management
KW  - Australia
KW  - Canada
KW  - Culture (Social sciences)
KW  - Decision making
KW  - England
KW  - Evaluation and assessment
KW  - Financing
KW  - Implementation
KW  - Information dissemination
KW  - Infrastructure
KW  - Interstate highways
KW  - Investments
KW  - National Cooperative Highway Research Program
KW  - New Zealand
KW  - Recommendations
KW  - Research
KW  - Scanning studies
KW  - Steering committees
KW  - Training
KW  - U.S. Federal Highway Administration
KW  - United States
KW  - Web-based systems
UR  - http://international.fhwa.dot.gov/assetmanagement/2005tam.pdf
UR  - https://trid.trb.org/view/775781
ER  - 

TY  - ABST
AN  - 01018799
AU  - Buch, Neeraj
AU  - Chatti, Karim
AU  - Federal Highway Administration
AU  - American Society of Civil Engineers
TI  - The Use of the Long-Term Pavement Performance Database in the Pavement Engineering Curriculum at Michigan State University
PY  - 2005/11
SP  - pp 3-32
AB  - The authors describe the inclusion of the Long-Term Pavement Performance (LTPP) data in the pavement engineering curriculum at Michigan State University (MSU) using two examples: one from an undergraduate course on pavement rehabilitation, and one from a graduate course on pavement analysis and design.  The design examples illustrate the use of LTPP data in computing pavement responses, predicting traffic, developing rehabilitation strategies, and predicting pavement performance for both rigid and flexible pavements.
KW  - Civil engineering
KW  - Curricula
KW  - Databases
KW  - Flexible pavements
KW  - Long-Term Pavement Performance Program
KW  - Michigan State University
KW  - Pavement design
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Rigid pavements
UR  - https://trid.trb.org/view/772698
ER  - 

TY  - RPRT
AN  - 01018798
AU  - Federal Highway Administration
AU  - American Society of Civil Engineers
TI  - Improving Pavements With Long-Term Pavement Performance: Products for Today and Tomorrow; Papers From the 2001-2002 International Contest on Long-Term Pavement Performance Data Analysis
PY  - 2005/11
SP  - 151p
AB  - This report is a compilation of award-winning technical papers from the Third Annual International Contest on Long Term Pavement Performance (LTPP) Data Analysis 2001-2002.
KW  - Bituminous overlays
KW  - Climate
KW  - Curricula
KW  - Data analysis
KW  - Databases
KW  - Long-Term Pavement Performance Program
KW  - Maps
KW  - Modulus of resilience
KW  - Pavement distress
KW  - Pavement management systems
KW  - Pavement performance
KW  - Roughness
KW  - Seasonal variations
KW  - Subgrade (Pavements)
UR  - https://trid.trb.org/view/772690
ER  - 

TY  - ABST
AN  - 01018797
AU  - Wang, Yuhong
AU  - Federal Highway Administration
AU  - American Society of Civil Engineers
TI  - Development of a Pavement Climate Map Based on LTPP Data
PY  - 2005/11
SP  - pp 111-137
AB  - It has long been recognized that climate factors have important influences on pavement performance.  To help investigate this influence, the Strategic Highway Research Program (SHRP) Long-Term Pavement Performance (LTPP) research has been using onsite or virtual weather stations to record climate information on test sections.  The data will facilitate the study of the quantitative relationship between climate and pavement performance.  This paper discusses how to develop a climate map using cluster analysis on performance-related climate data from the LTPP database, which contains nearly 1,000 virtual weather stations recorded for more than 17 years.  The aim of developing this map is to help researchers, who are performing data analysis on the LTPP database, to incorporate or separate climate factors in their models.  Another potential use of this map is to help highway practitioners get climate pattern information for their geographical areas so that they can apply the same design criteria, construction requirements, and maintenance strategies to those regions with similar climate patterns.
KW  - Climate
KW  - Cluster analysis
KW  - Data analysis
KW  - Data collection
KW  - Long-Term Pavement Performance Program
KW  - Maps
KW  - Pavement performance
KW  - Strategic Highway Research Program
KW  - Virtual weather stations
KW  - Weather stations
UR  - https://trid.trb.org/view/772707
ER  - 

TY  - ABST
AN  - 01018796
AU  - Dewan, Shameem A
AU  - Federal Highway Administration
AU  - American Society of Civil Engineers
TI  - Transforming LTPP Distress Information for Use in MTC-PMS
PY  - 2005/11
SP  - pp 33-52
AB  - The severities, types, and definitions of surface distresses used in the Strategic Highway Research Program (SHRP) database for Long-Term Pavement Performance (LTPP) sites are not the same as those used in the Metropolitan Transportation Commission Pavement Management System (MTC-PMS) system.  Therefore, to use the LTPP distress data as inputs in the MTC-PMS software, the LTPP data must be transformed to match the MTC-PMS distress definitions.  The objective of this paper is to describe a method to complete such transformations.  Data conversion and use of converted data as inputs in the MTC-PMS were performed to develop a model for International Roughness Index (IRI) as a function of pavement condition information (the IRI model is intended for use in estimating user costs/benefits in the pavement management system).  The condition information includes all MTC distress-severity combinations transformed from LTPP data, and corresponding deducts, percent load related deducts, percent nonload related deducts, and pavement condition index (PCI) values calculated using MTC-PMS software.  The paper first presents the differences in definitions of distresses and severities in the two systems.  It describes the selection of appropriate LTPP distress types to be transformed to generate required MTC distress data.  Then the data transformation techniques for different distress types and severities from the LTPP system to the MTC system are explained.  It was found that several types of manipulations were required to conduct the transformation of different distresses.  These manipulations were performed based on the differences in definition for distresses and severities in the two systems.  An IRI model was eventually developed using the transformed distress data and the output from MTC-PMS software.
KW  - Data conversion
KW  - International Roughness Index
KW  - Long-Term Pavement Performance Program
KW  - Metropolitan Transportation Commission (California)
KW  - Pavement condition index
KW  - Pavement distress
KW  - Pavement management systems
KW  - Software
KW  - Strategic Highway Research Program
UR  - https://trid.trb.org/view/772699
ER  - 

TY  - ABST
AN  - 01018795
AU  - Raymond, C M
AU  - Haas, R
AU  - Tighe, S L
AU  - Rothenburg, Leo
AU  - Federal Highway Administration
AU  - American Society of Civil Engineers
TI  - Analysis of Influences on As-Built Pavement Roughness in Asphalt Overlays
PY  - 2005/11
SP  - pp 53-84
AB  - Pavement roughness immediately after construction is a key measure of quality.  The use of smoothness specifications requires an understanding of the influences on as-built roughness for both transportation agencies and contractors.  This paper uses data from the Long-Term Pavement Performance (LTPP) program to examine four factors and determine their effects on the as-built roughness of a pavement; these factors are: the extent of surface preparation before resurfacing; overlay thickness; type of overlay material; and pavement roughness before resurfacing.  Various statistical procedures (including paired data analyses, regression analyses, and a repeated measures analysis) are performed to investigate these effects and any interactive effects.  The extent of surface preparation, overlay thickness and pavement roughness before resurfacing are determined to have a statistically significant effect (at a 95% significance level) on the as-built roughness of a pavement either directly or interactively with another variable.  The overlay mix type is determined not to have an influence on as-built pavement roughness.  Data from the Canadian Long-Term Pavement Performance (C-LTPP) program is used to validate the results for overlay thickness and pavement roughness before resurfacing.  A series of prediction equations are also developed to allow for estimating the as-built roughness of a pavement under various conditions.  Pavement designers, construction engineers, and contractors should understand the effects that influence the as-built roughness of a pavement so that they can maximize their designs, smoothness specifications, and/or bidding of contracts with smoothness specifications.
KW  - Asphalt based materials
KW  - Bituminous overlays
KW  - Canadian Long Term Pavement Performance Program
KW  - Equations
KW  - Mathematical prediction
KW  - Roughness
KW  - Smoothness
KW  - Specifications
KW  - Statistical analysis
KW  - Surface preparation
KW  - Thickness
UR  - https://trid.trb.org/view/772700
ER  - 

TY  - ABST
AN  - 01018794
AU  - Salem, Hassan M
AU  - Federal Highway Administration
AU  - American Society of Civil Engineers
TI  - Effect of Seasonal Moisture Variation on Subgrade Resilient Modulus
PY  - 2005/11
SP  - pp 85-110
AB  - It is well known that environmental changes have severe effects on pavement performance.  While an asphalt layer may be more sensitive to temperature, a soil or untreated pavement layer might be more affected by the change in moisture.  This research aims at quantifying the effect of subgrade moisture variation, caused by environmental changes, on a subgrade's resilient modulus and including its effects in the design process for new and rehabilitated pavements.  To achieve this objective, data representing different soil types in non-freeze zones at various Long-Term Pavement Performance Seasonal Monitoring Program (LTPP-SMP) sites were downloaded from the DataPave 3.0 software. The downloaded data were analyzed to establish the effect of subgrade moisture variation on a subgrade's resilient strength represented by the backcalculated elastic modulus.  The analysis indicated that moisture in the subgrade layer is related to the precipitation intensity.  The study also revealed that a Seasonal Adjustment Factor (SAF) could be used to shift the subgrade modulus from a normal season to another.  The SAF is considered a key input in the mechanistic-based pavement design system.  It allows the inclusion of the seasonal effects on the layer moduli for different seasons.  In this paper, a method is presented for calculating the SAF for the subgrade soils.  Using the collected data, regression analysis was performed and correlation equations were developed.  These equations relate the backcalculated subgrade modulus to the subgrade moisture content and to other soil properties.  The SAF relates the change in the moisture content to the change in the modulus value.
KW  - Backcalculation
KW  - Data analysis
KW  - Equations
KW  - Long-Term Pavement Performance Program
KW  - Mechanistic design
KW  - Modulus of resilience
KW  - Moisture content
KW  - Pavement design
KW  - Pavement performance
KW  - Rainfall intensity
KW  - Regression analysis
KW  - Seasonal adjustment factor
KW  - Seasonal variations
KW  - Subgrade (Pavements)
UR  - https://trid.trb.org/view/772702
ER  - 

TY  - JOUR
AN  - 01016414
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Al-Wazeer, Adel
AU  - Harris, Bobby
AU  - Nutakor, Christopher
TI  - Applying LCCA to Bridges
PY  - 2005/11
VL  - 69
IS  - 3
SP  - pp 66-71
AB  - This article describes the use of life-cycle cost analysis (LCCA) as a tool to help determine the best option for bridge infrastructure projects.  LCCA can be used to determine the design alternative that will accomplish a project's objectives at the lowest overall cost.  By factoring in all costs over a project's total multiyear life cycle, not just the initial construction investment, LCCA helps to ensure that an agency can avoid selecting an alternative based solely on the lowest initial cost.  The authors describe the need for LCCA of bridge projects, analysis tools available for bridges, the components of bridge projects that need to be factored in, current practices, and the technical guidance that may be needed.  The authors present a detailed case example from Ohio to illustrate how LCCA can be applied.  The authors conclude that the application of LCCA to bridges is valuable for developing cost-efficient, long-term, comprehensive plans for optimal design and management that make the most of available resources.
KW  - Administrative procedures
KW  - Bridges
KW  - Construction management
KW  - Cost effectiveness
KW  - Government funding
KW  - Infrastructure
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Ohio
KW  - Ohio Department of Transportation
KW  - Planning and design
KW  - State departments of transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/05nov/09.cfm
UR  - https://trid.trb.org/view/773044
ER  - 

TY  - JOUR
AN  - 01016415
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Newsome, Dana
AU  - Porta, Buddy
TI  - The "TIMED" is Now
PY  - 2005/11
VL  - 69
IS  - 3
SP  - pp 58-65
AB  - This article describes the Transportation Infrastructure Model for Economic Development (TIMED) program, which was created in 1989 to enhance economic development in Louisiana through investments in transportation projects.  The program directs $4.0 billion to projects including widening 539 miles of State highways to 4 lanes along 11 corridors, widening existing bridges or constructing new ones, and improving both the Port of New Orleans and Louis Armstrong New Orleans International Airport.  The authors discuss the history of the program, how the program is funded, changes that occurred in 2002, and progress on three bridge projects.  The authors conclude that improved transportation routes, intrastate connectivity, and economic growth are the key benefits of the program and they are already starting to emerge.  Five projects are complete and the remaining 11 projects are either in design, preconstruction, or construction phases.  Readers are referred to the TIMED web site for more information (www.timedla.com).
KW  - Administrative procedures
KW  - Bridges
KW  - Construction management
KW  - Government funding
KW  - Highway planning
KW  - Infrastructure
KW  - Louisiana
KW  - Louisiana Department of Transportation and Development
KW  - Public private partnerships
KW  - Road construction
KW  - State departments of transportation
KW  - Transportation Infrastructure Model for Economic Development
UR  - http://www.fhwa.dot.gov/publications/publicroads/05nov/08.cfm
UR  - https://trid.trb.org/view/773043
ER  - 

TY  - JOUR
AN  - 01016438
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Sorenson, Jim
TI  - Formula for Success
PY  - 2005/11
VL  - 69
IS  - 3
SP  - pp 50-57
AB  - The Federal Highway Administration (FHWA) plays a key role in protecting the Nation's transportation investments and has an overarching stewardship responsibility for managing federally funded programs efficiently and effectively.  This article reviews the role of the FHWA in assets management, through sharing innovations in technology, and providing sound technical advice and support to State partners and stakeholders.  The author describes how the FHWA's oversight methods have changed over the years as the emphasis has shifted from building new highways to preserving and enhancing the existing infrastructure.  The author notes that the present highway program has become increasingly complex, with environmental commitments, urban planning needs, operational requirements, and budget and political pressures all vying for the limited time of transportation agency personnel and tight financial resources.  The author also discusses the FHWA process reviews and product evaluations, using examples from Illinois, Washington, and California to illustrate how this process works.  The article refers readers to an FHWA publication, "Construction Program Management and Inspection Guide" (www.fhwa.dot.gov/construction/cpmi04tc.htm), that discusses the steps necessary to implement an effective construction management program.  A few other publications are also summarized.
KW  - Administrative procedures
KW  - California
KW  - Construction management
KW  - Federal government agencies
KW  - Government funding
KW  - Highway planning
KW  - Illinois
KW  - Infrastructure
KW  - Oversight
KW  - Policy, legislation and regulation
KW  - Road construction
KW  - State departments of transportation
KW  - U.S. Federal Highway Administration
KW  - Washington (State)
UR  - http://www.fhwa.dot.gov/publications/publicroads/05nov/07.cfm
UR  - https://trid.trb.org/view/773042
ER  - 

TY  - JOUR
AN  - 01016443
JO  - Public Roads
PB  - Federal Highway Administration
AU  - March, Jim
TI  - Working with the Private Sector to Meet Transportation Goals
PY  - 2005/11
VL  - 69
IS  - 3
SP  - pp 44-49
AB  - Public-private partnerships (PPPs) usually involve a government agency contracting with a private company to renovate, construct, operate, maintain, and/or manage a transportation system or facility.  This article reports on an open forum hosted by the Transportation Research Board (TRB) to bring together the United States Department of Transportation (DOT) and private-sector representatives involved in project financing and delivery.  The forum focused on how the parties can think creatively and strategically to advance critical surface transportation projects through PPPs.  The article summarizes the forum's discussion in five areas:  the components of successful public-private partnerships;  how to establish an environment that is attractive to successful public-private partnerships; the appropriate role of the Federal government in encouraging public-private partnerships; and how to choose partners in a public-private partnership.  The author concludes that, to mainstream PPPs in the transportation sector, the Federal government needs to continue removing barriers, sharing experiences, and building expertise.  PPPs may lead to dramatic improvements in the roadway systems over the coming decades.
KW  - Economic development
KW  - Federal government agencies
KW  - Highway planning
KW  - Public private partnerships
KW  - Transportation
KW  - Transportation planning
KW  - Transportation policy
KW  - Transportation Research Board
KW  - U.S. Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/05nov/06.cfm
UR  - https://trid.trb.org/view/773041
ER  - 

TY  - JOUR
AN  - 01016426
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Jacobitz, Steve
TI  - Learning from Disaster
PY  - 2005/11
VL  - 69
IS  - 3
SP  - pp 32-43
AB  - This article describes some of the lessons learned from Florida's 2004 hurricane season for improving transportation preparations and response.  The author lists and describes each of the lessons learned:  expecting the unexpected, dealing with inexperience, keeping in touch (communication), restoring signal operations, clearing the debris (including the role of the Federal Highway Administration and the Federal Emergency Management Agency), preparing the contracts, and upgrading an emergency operations center.  The author concludes with a brief description of how the experiences in 2004 were well-utilized in a better preparation for and response to Hurricane Dennis in July 2005.  The article is illustrated with full-color photographs of some of the storm damage.  One sidebar lists helpful Web sites for hurricane emergencies.
KW  - Communication systems
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Emergency management
KW  - Florida
KW  - Hazards and emergency operations
KW  - Hurricanes
KW  - Traffic signals
KW  - U.S. Federal Emergency Management Agency
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/05nov/05.cfm
UR  - https://trid.trb.org/view/773040
ER  - 

TY  - JOUR
AN  - 01016411
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Alfelor, Roemer M
TI  - Weathering the Storm
PY  - 2005/11
VL  - 69
IS  - 3
SP  - pp 24-31
AB  - Transportation managers use anemometers (wind speed and direction sensors) and other meteorological and pavement monitoring equipment to provide real-time observations and data that can help them prepare for, or respond to, a variety of emergency conditions, such as flooding, roadway icing, and strong winds, caused by adverse weather.  This article describes the use of environmental sensor stations (ESS) that are strategically located to help transportation managers identify appropriate maintenance and traffic management strategies.  The ESS collect real-time weather observations along highways.  The author reports on the guidelines published by the Federal Highway Administration (FHWA), the American Association of State Highway and Transportation Officials (AASHTO), and the Aurora RWIS Pooled Fund Program; the guidelines are entitled "Road Weather Information System Environmental Sensor Station Sitting Guidelines" (FHWA-HOP-05-026).  The author also describes the types of sensors in a typical ESS installation, the types of data that can be collected, selecting ESS sites and sensors, and the criteria for siting towers and sensors.  The author concludes by reiterating that weather conditions and their consequences affect road operations and the safety, economic value, and efficiency of transportation and road maintenance activities.  One sidebar describes the use of road weather information stations (RWIS) in Minnesota as a part of their emergency management and response plans.
KW  - American Association of State Highway and Transportation Officials
KW  - Automatic radio information
KW  - Disasters and emergency operations
KW  - Environmental sensor stations
KW  - Equipment
KW  - Highway maintenance
KW  - Maintenance practices
KW  - Minnesota
KW  - Pooled funds
KW  - Road weather information systems
KW  - U.S. Federal Highway Administration
KW  - Weather
KW  - Weather conditions
UR  - http://www.fhwa.dot.gov/publications/publicroads/05nov/04.cfm
UR  - https://trid.trb.org/view/773039
ER  - 

TY  - JOUR
AN  - 01016429
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Redmon, Tamara
TI  - Looking Out for Pedestrians
PY  - 2005/11
VL  - 69
IS  - 3
SP  - pp 18-23
AB  - This article describes the strategies that the Federal Highway Administration (FHWA) is planning to use to achieve the ambitious goal of reducing pedestrian fatalities by 10 percent by 2008.  The goal of the Pedestrian Safety Countermeasure Deployment Project, scheduled for completion in December 2006, is to evaluate the effectiveness of various pedestrian safety treatments, or countermeasures, in three cities: Las Vegas, Nevada; Miami, Florida; and San Francisco, California.  The author describes the two phases of the Project, which consists of documenting pedestrian incident problems to identify optimal locations for installing safety countermeasures; and implementation and evaluation of the countermeasures.  The author then discusses some of the options, including the use of lighting to improve safety, the use of pedestrian countdown signals, displays that use animated eyes, in-roadway knockdown signs, and automatic pedestrian detection.  The author concludes by reminding readers that different situations may call for different countermeasures and safety treatments.  Localities should make a special effort to educate community members about the use of any new treatments.  Full-color photographs illustrate each of the options under discussion.
KW  - Crosswalks
KW  - Fatalities
KW  - Federal government agencies
KW  - Las Vegas (Nevada)
KW  - Lighting
KW  - Miami (Florida)
KW  - Pedestrian detectors
KW  - Pedestrian safety
KW  - Pedestrian Safety Countermeasure Deployment Project
KW  - Pedestrian signs
KW  - Pedestrian vehicle interface
KW  - Pedestrian-vehicle crashes
KW  - San Francisco (California)
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/05nov/03.cfm
UR  - https://trid.trb.org/view/773038
ER  - 

TY  - JOUR
AN  - 01016412
JO  - Public Roads
PB  - Federal Highway Administration
AU  - March, Jim
TI  - The Future of Highway Financing
PY  - 2005/11
VL  - 69
IS  - 3
SP  - pp 10-17
AB  - This article reports on a roundtable conference convened by the Federal Highway Administration (FHWA), the United States Department of Transportation (DOT), the American Association of State Highway and Transportation Officials (AASHTO), the Transportation Research Board (TRB), and private consultants to discuss highway financing options.  The goal of the roundtable was to further the dialogue on the need to explore financing alternatives but not to come to a consensus on any of the issues or to drawn conclusions concerning the most promising financing options.  Much of the discussion concerned the relative merits of moving toward greater use of pricing to finance new highway capacity and manage demand.  Topics include the Federal role in highway financing, the use of value pricing, general taxes, specialized taxes, and direct user charges.  The author concludes by noting that a number of groups are questioning the long-term viability of the fuel tax to finance future expansion, maintenance, and operation of the U.S. highway system.  Developing a consensus on alternative approaches will, however, take considerable time and public involvement.
KW  - American Association of State Highway and Transportation Officials
KW  - Appropriations
KW  - Financing
KW  - Fuel taxes
KW  - Highway planning
KW  - Highway transportation
KW  - Highway user taxation
KW  - Revenues
KW  - Transportation Research Board
KW  - U.S. Department of Transportation
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/05nov/02.cfm
UR  - https://trid.trb.org/view/773037
ER  - 

TY  - RPRT
AN  - 01015101
AU  - Moise, David
AU  - Kelly, Kip
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Critical Factors in the Development of Transit Systems in Rural Arizona
PY  - 2005/11//Final Report
SP  - 83p
AB  - The report's findings indicate seven factors that influence rural public  transit systems.  The factors that were reported by the survey recipients match relatively closely with the predominant literature: 1) Showing need and demand is the most important factor in creating a rural public transit system; 2) Funding is the major barrier; 3) Citizen participation and support is very important to the process; 4)  Political and/or city council support is important;  5) Expert or technical help is necessary; 6) Fare box recovery rate is important; and 7) The ability to connect with other modes of transportation is important.  Within the literature, the study found that there are many other barriers to an effective rural public transit system.  Coordination almost always seems inadequate, although difficult because of the inherent needs of the rider, such as a special needs rider that cannot be accommodated by a regular van provided by a transit partner.  Also, many times there is mention of the "true costs" of establishing a system or the difficulties of obtaining funding or working with a local department of transportation.  Especially interesting are the inherent difficulties experienced by the Indian tribes in providing service on the reservations and meeting the requirements to obtain funding.
KW  - Arizona
KW  - Barriers to implementation
KW  - Coordination
KW  - Cost recovery
KW  - Financing
KW  - Indian reservations
KW  - Literature reviews
KW  - Multimodal transportation
KW  - Needs assessment
KW  - Planning
KW  - Political factors
KW  - Public participation
KW  - Rural transit
KW  - Technical assistance
UR  - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ530.pdf
UR  - https://trid.trb.org/view/771576
ER  - 

TY  - RPRT
AN  - 01014937
AU  - Haas, Karen
AU  - Hensing, David
AU  - Manifest Incorporated
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Why Your Agency Should Consider Asset Management Systems for Roadway Safety
PY  - 2005/11//Final Report
SP  - 16p
AB  - This primer provides a general overview of asset management systems for roadway safety elements, and initial guidance for agencies beginning to consider them.  Asset Management is a strategic approach to managing transportation infrastructure elements.  It provides a systematic process for maintaining, upgrading and operating physical assets cost effectively.  Information in the primer can help State departments of transportation (DOT) increase their use of state-of-the practice techniques on roadway safety hardware management systems.  The primer was developed for State DOT personnel, particularly chief engineers and other top management, involved with the planning, funding, and execution of roadway safety hardware management systems.
KW  - Asset management
KW  - Computers
KW  - Financing
KW  - Highway safety
KW  - Improvements
KW  - Infrastructure
KW  - Maintenance
KW  - Operations
KW  - Planning
KW  - State departments of transportation
KW  - State of the practice
UR  - http://www.fhwa.dot.gov/publications/research/safety/05077/index.cfm
UR  - https://trid.trb.org/view/771445
ER  - 

TY  - RPRT
AN  - 01014829
AU  - Mussa, Renatus
AU  - FAMU-FSU College of Engineering
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Mining of Florida ITS Data for Transportation Planning Use. Volume 1: Refinement of the Florida DOT Vehicle Classification Table
PY  - 2005/11//Final Report
SP  - 157p
AB  - The Federal Highway Administration (FHWA) Office of Highway Planning requires states to furnish vehicle classification data as part of the Highway Performance Monitoring System (HPMS). "Scheme F", used by most states to classify vehicles, can also be used to develop the required load spectra.  Unfortunately, the scheme is difficult to automate and is prone to errors resulting from imprecise demarcation of class thresholds.  A probabilistic neural networks (PNN) model was developed, trained, and applied to field data composed of individual vehicle's axle spacing, number of axles per vehicle and overall vehicle weight.  The PNN reduced the error rate from 9.7% to 6.1% compared to an existing classification algorithm used by the State of Florida Department of Transportation (FDOT).  The inclusion of overall vehicle weight as a classification variable further reduced the error rate from 6.2% to only 3.0%.  The promising results from the neural networks were used to set up new thresholds that reduce classification error rate.  The new and improved classification table is currently being tested in the field by the FDOT.
KW  - Algorithms
KW  - Axle spacing
KW  - Data collection
KW  - Data mining
KW  - Field data
KW  - Florida
KW  - Intelligent transportation systems
KW  - Neural networks
KW  - Probabilistic neural networks
KW  - Traffic data
KW  - Transportation planning
KW  - Vehicle classification
KW  - Vehicle weight
UR  - https://trid.trb.org/view/768713
ER  - 

TY  - RPRT
AN  - 01011197
AU  - Carson, Jodi L
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Monitoring and Evaluating Managed Lane Facility Performance
PY  - 2005/11//Technical Report
SP  - 168p
AB  - Much of the progress made in advancing the state of the practice in performance monitoring and evaluation has considered general freeway facilities and lacks specificity for managed lane facilities.  Managed lane facilities are unique, typically requiring a higher degree of active (sometimes real-time) management, addressing goals and objectives that are inconsistent with the general freeway facility (i.e., revenue generation, person throughput), and accessing an exclusive set of management tools (i.e., gate closures).  To address these potential differences between facilities, this investigation was conducted to isolate and document the best performance monitoring and evaluation practices and principles explicitly for managed lane facilities.  Despite the novelty of managed lanes as a traffic management strategy, the diversity of managed lane facility types, and the breadth of motivating factors for managed lane implementation, some general consistency in practice was observed with respect to performance monitoring and evaluation.  Common goals, objectives, and performance measures were observed across similar facility types.  Significant differences  were also observed across similar facility types with respect to observed performance outcomes and evaluation methodologies.  Differences in observed performance outcomes are likely explained by the variety in facility design (i.e., length of facility, accessibility, etc.) and operation (i.e., eligibility requirements, toll rates, etc.), even within a similar facility type.  Differences in the evaluation methodologies used to arrive at these observed performance outcomes are likely reflective of the available resources for analysis at the time of evaluation and the evolving state of analysis methodologies.
KW  - Best practices
KW  - Evaluation
KW  - Freeways
KW  - Managed lanes
KW  - Monitoring
KW  - Performance
UR  - http://tti.tamu.edu/documents/0-4160-23.pdf
UR  - https://trid.trb.org/view/767632
ER  - 

TY  - RPRT
AN  - 01011107
AU  - Kopf, Jaime M
AU  - Hallenbeck, Mark E
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - A Motorist and Pedestrian Behavioral Analysis on SR7
PY  - 2005/11//Final Research Report
SP  - 39p
AB  - The objective of this project was to evaluate motorist and pedestrian behavioral changes resulting from federally funded engineering treatment on SR 7 in Pierce County.  The project installation included a median with a pedestrian refuge island, allowing pedestrians to cross one direction at a time.  Nearby transit stops were also relocated to concentrate pedestrians at a single crossing point.  The goal of the project was to increase safety for pedestrians, with particular focus on pedestrians and motorists over the age of 65.  A before-and-after analysis was conducted at S. 180th Street on SR 7.  The main performance measures included pedestrian crossing locations, wait times, changes in pedestrian behaviors, and changes in motorist behaviors.  The safety treatments did not have the expected positive effect of encouraging pedestrians to use the median refuge for crossing.  Pedestrians were more likely to use the marked crosswalks in the before phase than the median refuge in the after phase.  Motorist yielding also decreased after the median installation.  The true effects of the median installation may have been limited because of equipment constraints and project schedule.  In addition, the sample size was small, particularly during the after phase, because of a low crossing rate at the site.  This particular median design could potentially be more effective at a location with more frequent crossings.
KW  - Aged
KW  - Before and after studies
KW  - Behavior modification
KW  - Bus stops
KW  - Compliance
KW  - Crosswalks
KW  - Drivers
KW  - Location
KW  - Medians
KW  - Pedestrian islands
KW  - Pedestrian safety
KW  - Pedestrians
KW  - Pierce County (Washington)
KW  - Relocation (Facilities)
KW  - Traffic engineering
KW  - Waiting time
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/631.1.pdf
UR  - https://trid.trb.org/view/767584
ER  - 

TY  - RPRT
AN  - 01011128
AU  - Park, Byungkyu
AU  - Agbolosu-Amison, Seli James
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Schedules for Traffic Signal Timing Optimization
PY  - 2005/11//Final Contract Report
SP  - 24p
AB  - Traffic signal optimization is recognized as one of the most cost-effective ways to improve urban mobility; however the extent of the benefits realized could significantly depend on how often traffic signal re-optimization occurs. Using a case study from the Northern Virginia Smart Traffic Signal System (NVSTSS), this project sought to determine how often traffic signals need to be re-optimized to provide the greatest benefits.  This project developed a new traffic signal timing plan evaluation and optimization program by combining the Integrated SYNCHRO and Platoon Dispersion (ISAPD) model and the OptQuest optimization program. Based on 2001 (base scenario) and 2004 traffic data, five scenarios of re-optimization time intervals (i.e., 2 weeks, 4 weeks, 8 weeks, 16 weeks, and 1 year) were investigated.  Study results indicate that (1) determining time intervals for re-optimization in the NVSTSS is feasible; (2) among the various re-optimization time intervals investigated for the Route 50 case study network, the time interval of 1 year was the best for both midday and the PM peak; and (3) the annual net savings from implementing this 1-year re-optimization time interval could be as high as $107,340 and $254,436, respectively, given the assumptions used in the study. The report recommends (1) the annual re-optimization of the Route 50 corridor traffic signal system; (2) the NVSTSS implementation of the combined ISAPS and OptQuest program for measuring “regrets” of not maintaining the optimal timing plan; (3) the adoption by Virginia Department of Transportation traffic engineers of the methodology developed in this study, which is based on the combined ISAPD and OptQuest program, for making decisions regarding traffic signal re-optimization; and (4) a future study to investigate the impact of traffic volume growth rates and changes in turning movements as a means of assisting with determinations about traffic signal timing plan re-optimization.
KW  - Benefit cost analysis
KW  - Case studies
KW  - Cost effectiveness
KW  - Northern Virginia
KW  - Optimization
KW  - Time intervals
KW  - Traffic signal control systems
KW  - Traffic signal timing
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-cr8.pdf
UR  - http://ntl.bts.gov/lib/37000/37200/37269/06-cr8.pdf
UR  - https://trid.trb.org/view/767581
ER  - 

TY  - RPRT
AN  - 01044264
AU  - Lee, K Wayne
AU  - Shukla, Arun
AU  - Park, Kyungwon
AU  - University of Rhode Island, Kingston
AU  - Rhode Island Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Aggregate Gradation and Master Ranges on Performance of Asphalt Mixtures
PY  - 2005/10/31/Final Report
SP  - 69p
AB  - The Strategic Highway Research Program (SHRP) developed a rational volumetric mix design procedure called Superpave mix design.  It originally required aggregate gradations to pass through a selected number of control points and avoid a restricted zone.  However, it has been reported that the effect of Superpave gradation on asphalt pavement performance has been contradictory and/or inconclusive.  Also, some agencies experienced difficulty meeting the new gradation requirements and had to adjust the gradation in the field.  In addition, the gradation requirement introduced in the Superpave mix design has not fully considered aggregate structure.  Therefore, there is a need to modify the Superpave Mix-Design and/or to develop a new procedure to design proper aggregate structure for various types of aggregates in Rhode Island.  The present study utilized various existing methods including the Bailey method.  The Bailey method provides a systemic approach to determine aggregate structure based on aggregate packing properties.  After evaluating the procedures of the Rhode Island Department of Transportation (RIDOT), Superpave Mix Design, and Bailey method, a systemic procedure has been developed to optimize mineral aggregates for high-performing asphalt mixtures.  It is anticipated that volumetric properties of these mixtures can be adjusted by controlling Bailey aggregate ratios.
KW  - Aggregate gradation
KW  - Asphalt mixtures
KW  - Bailey method
KW  - Mix design
KW  - Pavement performance
KW  - Restricted zone
KW  - Rhode Island
KW  - Strategic Highway Research Program
KW  - Superpave
KW  - Volumetric analysis
UR  - https://trid.trb.org/view/804156
ER  - 

TY  - RPRT
AN  - 01020192
AU  - Edil, Tuncer B
AU  - Benson, Craig H
AU  - Kim, Woon-Hyung
AU  - Tanyu, Burak F
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Methodology to Include the Strength Contribution of Select Subgrade Materials in Pavement Structure
PY  - 2005/10/31/Final Report
SP  - 79p
AB  - This study was conducted to develop a methodology to incorporate the structural contribution of working platforms, including those constructed with industrial by-products, into the design of flexible pavements.  Structural contribution of the working platform was quantified in terms of a structural number or an effective roadbed modulus.  Resilient modulus obtained from large-scale model experiments (LSME) conducted on several working platform materials [ i.e., crushed stone (referred to as "breaker run"), Grade 2 granular backfill (referred to as Grade 2), foundry slag, foundry sand, and bottom ash] were used in the analysis.  Design charts are presented that show the structural number or the roadbed modulus as a function of type of material and thickness of the working platform.  Another study was conducted to evaluate the structural contribution of geosynthetic-reinforced granular layers that are used as working platforms to the pavement structure.  Based on the LSME and from the field Falling Weight Deflectometer (FWD) tests, the relationship between back-calculated elastic modulus and bulk stress was obtained.  The improvement in layer coefficients is rather small for the nonwoven geotextile and drainage geocomposite (10%) and somewhat higher for the geogrid (40%) and for the woven geotextile (18%) in a 0.30-m thick granular working platform layer (treated as a subbase).  The contribution of geosynthetics would be even less having a thicker subbase layer.
KW  - Bottom ash
KW  - Coefficient of subgrade reaction
KW  - Crushed rock
KW  - Design charts
KW  - Experiments
KW  - Falling weight deflectometers
KW  - Flexible pavements
KW  - Foundry sand
KW  - Geocomposites
KW  - Geogrids
KW  - Geosynthetics
KW  - Geotextiles
KW  - Industrial wastes
KW  - Layer coefficient (Pavements)
KW  - Modulus of elasticity
KW  - Modulus of resilience
KW  - Nonwoven textiles
KW  - Pavement design
KW  - Slag
KW  - Strength of materials
KW  - Structural number (Pavements)
KW  - Subbase (Pavements)
KW  - Subgrade (Pavements)
KW  - Subgrade materials
KW  - Tests
KW  - Waste products
KW  - Working platforms (Road construction)
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/03-12-strengthcontribution-f1.pdf
UR  - https://trid.trb.org/view/775384
ER  - 

TY  - RPRT
AN  - 01020190
AU  - Edil, Tuncer B
AU  - Benson, Craig H
AU  - Senol, Aykut
AU  - Bin-Shafique, Md Sazzad
AU  - Tanyu, Burak F
AU  - Kim, Woon-Hyung
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Field Evaluation Performance of Sub-bases Constructed with Industrial Byproducts
PY  - 2005/10/31/Final Report
SP  - v.p.
AB  - Alternative methods for providing a stable platform over soft subgrades were evaluated using a 1.4-km section along a Wisconsin state highway that incorporated twelve test sections to evaluate nine different stabilization alternatives.  A variety of industrial by-products and geosynthetics were evaluated for stabilization.  The industrial by-products included foundry slag, foundry sand, bottom ash, and fly ash as subbase layer materials.  The geosynthetics included geocells, a non-woven geotextile, a woven geotextile, a drainage geocomposite, and a geogrid.  The same pavement structure was used for all test sections except for the subbase layer, which varied depending on the properties of the alternative material being used.  All test sections were designed to have approximately the same structural number as the conventional pavement structure used for the highway, which included a subbase of granular excavated rock.  Observations made during and after construction indicate that all sections provided adequate support for the construction equipment and that no distress is evident in any part of the highway.  Each of the alternative stabilization methods, except a subbase prepared with foundry sand, appear to provide equivalent or greater stiffness than that provided by the control section constructed with excavated rock.  However, the foundry sand subbase is also providing adequate support.  Analysis of leachate collected from the base of the test sections shows that the by-products discharge contaminants of concern at very low concentrations.
KW  - Bottom ash
KW  - Contaminants
KW  - Field tests
KW  - Flexible pavements
KW  - Fly ash
KW  - Foundry sand
KW  - Geocells
KW  - Geocomposites
KW  - Geogrids
KW  - Geosynthetics
KW  - Geotextiles
KW  - Leachate
KW  - Pavement performance
KW  - Pavement structure
KW  - Performance
KW  - Slag
KW  - Soil stabilization
KW  - Stiffness
KW  - Structural number (Pavements)
KW  - Subbase materials
KW  - Test sections
KW  - Wisconsin
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/45-18subbyproducts-f3.pdf
UR  - https://trid.trb.org/view/775429
ER  - 

TY  - RPRT
AN  - 01020189
AU  - Benson, Craig H
AU  - Edil, Tuncer B
AU  - Tanyu, Burak F
AU  - Kim, Woon-Hyung
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Equivalency of Crushed Rock with Industrial By-Products and Geosynthetic-Reinforced Aggregates Used for Working Platforms During Pavement Construction
PY  - 2005/10/31/Final Report
SP  - 100p
AB  - A study was conducted to define an equivalency criterion for five materials used for working platforms during pavement construction on a poor subgrade: conventional crushed rock (referred to as "breaker run") and four alternatives [i.e. Grade 2 granular backfill (referred to as "Grade 2"), foundry slag, bottom ash, and foundry sand].  Total deflection data for the equivalency assessment were obtained from a large-scale model experiment (LSME) simulating a prototype-scale pavement structure and in the field using a rolling wheel deflectometer (RWD).  Design charts were developed for selecting the equivalent thickness of alternative working platform materials so that the alternative provides equal deflection as a layer of breaker run.  Another phase of the study was conducted to determine the equivalency of geosynthetic-reinforced aggregate working platforms in providing support during pavement construction over soft subgrade.  Four reinforcing geosynthetics (a geogrid, a woven geotextile, a non-woven geotextile, and drainage geocomposite) incorporated into two granular materials: Grade 2 and breaker run were used in this study.  Design charts were developed for selecting the equivalent thickness of an alternative geosynthetic-reinforced working platform material so that the alternative provides equal deflection as a layer of breaker run.
KW  - Aggregates
KW  - Backfill soils
KW  - Bottom ash
KW  - Crushed rock
KW  - Deflection
KW  - Deflectometers
KW  - Design charts
KW  - Experiments
KW  - Foundry sand
KW  - Geocomposites
KW  - Geogrids
KW  - Geosynthetics
KW  - Geotextiles
KW  - Paving
KW  - Road construction
KW  - Slag
KW  - Subgrade (Pavements)
KW  - Thickness
KW  - Working platforms (Road construction)
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53965/00-92-00-12-Equivalency-Final_Report%252010-31-05.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/00-12equivsubgrade-f1.pdf
UR  - https://trid.trb.org/view/775385
ER  - 

TY  - RPRT
AN  - 01020187
AU  - Maxwell, Steve
AU  - Kim, Woon-Hyung
AU  - Edil, Tuncer B
AU  - Benson, Craig H
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Geosynthetics in Stabilizing Soft Subgrade with Breaker Run
PY  - 2005/10/31/Final Report
SP  - 88p
AB  - This report introduced the research begun in 1999 at the University of Wisconsin-Madison to further understand aspects of geosynthetic-reinforced subbases in a pavement system.  To learn more about how the performance of highway pavement is improved with geosynthetics, a field demonstration was conducted using a 21-m section along a Wisconsin highway (USH 45) near Antigo, Wisconsin, that incorporated three test sub-sections.  Three different  geosynthetics including a woven geotextile and two different types of geogrids were evaluated for stabilization.  The same pavement structure was used for all test sections except for the geosynthetics.  Observations made during and after construction indicate that all sections provided adequate support for the construction equipment and that no distress is evident in any part of the highway.  Much has been learned about instrumentation of geosynthetics with foil-type strain gages.  The installation procedures and weatherization techniques used during this demonstration project appeared to be a success.  Additionally, better strain gage results are possible for a geotextile when a longer (25 mm) strain gage is used.  The falling weight deflectometer did not provide sufficient resolution to differentiate between different types of geosynthetic test sections especially in a field environment where there's heterogeneity of natural soils.  However, a greater seasonal variability of the subgrade was noted.  A control section without reinforcement was not constructed at this time that would have allowed for comparison and assessment of the geosynthetic addition.
KW  - Demonstration projects
KW  - Geogrids
KW  - Geosynthetics
KW  - Geotextiles
KW  - Heterogeneity
KW  - Instrumentation
KW  - Pavement performance
KW  - Pavement structure
KW  - Reinforcement (Engineering)
KW  - Seasonal variations
KW  - Soil stabilization
KW  - Soils
KW  - Strain gages
KW  - Subbase (Pavements)
KW  - Subgrade (Pavements)
KW  - Test sections
KW  - Weathering
KW  - Wisconsin
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53969/0092-45-15%2520Final%2520%2520Report.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/45-15geosyn1.pdf
UR  - https://trid.trb.org/view/775438
ER  - 

TY  - ABST
AN  - 01548208
TI  - Technical Assistance to NCHRP and NCHRP Project 1-40A: Versions 0.9 and 1.0 of the M-E Pavement Design Software
AB  - At the request of the American Association of State Highway and Transportation Officials (AASHTO) Joint Task Force on Pavements (JTFP), the National Cooperative Highway Research Program (NCHRP) initiated Project 1-37A in 1996 to develop a guide for the design of new and rehabilitated pavement structures. In contrast to the current AASHTO Guide for Design of Pavement Structures, the guide recommended in 2004 by the Project 1-37A research team is based on mechanistic-empirical (M-E) principles; provides a uniform basis for the design of flexible, rigid, and composite pavements; and employs common design parameters for traffic, subgrade, environment, and reliability.  Many pavement designers at state departments of transportation (DOT) may not be familiar with the concepts incorporated in the recommended mechanistic-empirical (M-E) pavement design guide. Also, the recommended guide incorporates numerous relationships between traffic loading, climatic conditions, material characteristics, and distress modes and ranges that have been verified with field data from different parts of the United States, and thus represents a nationally-valid analysis approach; these relationships could be refined to better reflect regional and local conditions, materials, and practices.  A key component of the JTFP's plan for implementation and adoption of the recommended M-E pavement design guide and software is an independent, third-party review to test the design guide's underlying assumptions, evaluate its engineering reasonableness and design reliability, and identify opportunities for its implementation in day-to-day design production work.  Beyond this immediate requirement, there is a need for a coordinated effort to acquaint state DOT pavement designers with the principles and concepts employed in the recommended guide, assist them with the interpretation and use of the guide and its software and technical documentation, develop step-by-step procedures to help state DOT engineers calibrate distress models on the basis of local and regional conditions for use in the recommended guide, and perform other activities to facilitate its acceptance and adoption.  The objectives of this project were to (1) work in coordination with the contractor for Project 1-40D(01) to produce improved, corrected version 0.9 of the M-E Pavement Design Guide software and (2) provide ongoing troubleshooting support for NCHRP and Federal Highway Administration (FHWA). The United States climatic files developed for the Mechanistic Empirical Pavement Design Guide (MEPDG) are available from the NCHRP ftp site by following these instructions: (1) Go to the internet.  Windows Explorer is recommended. (2) Specify site ftp://crpuser:1adnan@aario.nas.edu/ in the Address Bar. (3) Open the folder named "MEPDG climatic files" and download the folder named climatic files.
KW  - Climate
KW  - Mechanistic-empirical design
KW  - Mechanistic-empirical pavement design
KW  - Pavement design
KW  - Pavement distress
KW  - Pavements
KW  - Software
KW  - State departments of transportation
KW  - Traffic loads
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=225
UR  - https://trid.trb.org/view/1335845
ER  - 

TY  - ABST
AN  - 01463005
TI  - Synthesis of Information Related to Highway Problems. Topic 37-11. Debt Financing Practices
AB  - Many state and local governments have a long history of issuing debt to help finance certain infrastructure improvements. About one quarter of annual highway capital investment in the U.S. is in the form of debt rather than grants and equity (over $14 billion out of approximately $70 billion). Forty-one states have outstanding debt obligations issued for highway purposes, yet among those states, there is a wide variance in the amount of debt issued. Eight have balances greater than $3 billion and six states have balances under $300 million. Some states and transit agencies have adopted pay-as-you go practices with their state/local funds totally committed to current projects. Others have issued debt based on the assumption that there will be increases in funding in the new federal transportation reauthorization bill. Basic principles of debt issuance for surface transportation projects have not yet been compiled into a single source for use by the public sector. Expertise may exist in more debt-experienced states that may be useful to administrators and elected officials in states and local governments less familiar with the nuances of debt financing decisions. This synthesis will identify principles commonly used by capital program managers and major project sponsors when deciding when and how to best utilize debt financing techniques.
KW  - Capital investments
KW  - Debt
KW  - Financing
KW  - Highways
KW  - Improvements
KW  - Infrastructure
KW  - Local government
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - State government
KW  - Utilization
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=103
UR  - https://trid.trb.org/view/1231230
ER  - 

TY  - ABST
AN  - 01463001
TI  - Synthesis of Information Related to Highway Problems. Topic 37-09. Performance-Based Contracting for Maintenance
AB  - State Departments of Transportation (DOTs) are confronted with the difficult task of delivering projects on time and budget and within quality specifications. The combination of funding shortfalls and cost overruns has intensified the focus on project delivery management. Due to these pressures, DOTs have developed various mechanisms to track and evaluate the delivery of maintenance projects (e.g., dashboard reports and performance-based contracts). The purpose of this synthesis is to obtain information on successful implementations of performance-based maintenance project management. This effort will not only document how performance measures are applied to the monitoring of project delivery but will also list the measures that were applied in the process. Design-build maintenance warranties will be included.
KW  - Best practices
KW  - Contracting
KW  - Design build
KW  - Literature reviews
KW  - Maintenance
KW  - National Cooperative Highway Research Program
KW  - Performance based specifications
KW  - Research projects
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=101
UR  - https://trid.trb.org/view/1231226
ER  - 

TY  - ABST
AN  - 01462982
TI  - Synthesis of Information Related to Highway Problems. Topic 37-06. Emerging Technologies for Construction Delivery
AB  - Numerous technologies for automating construction delivery have become available in the past few years. Many are becoming widely accepted and used, and they offer opportunities for cost reduction, quality improvements, and expediting project delivery. This synthesis study will provide information on the use of these technologies by transportation agencies for construction of projects. The technologies to be explored will be: (1) GPS for layout, machine guidance, and quantity tracking; (2) hand held computers for construction records (e.g., inspection, materials testing, and quantity tracking); (3) automated temperature tracking for concrete maturity monitoring to optimize concrete placement for bridge and road construction, (4) 4D CAD modeling for constructability analysis and for improved communications (public outreach; visualization of project staging); and (5) remote project monitoring with web-based video cameras. The focus of the study is on technologies used directly in the construction of a project. Information will be gathered by literature review, survey of State DOTs (contacts identified through the AASHTO Highway Subcommittee on Construction), and Canadian Provinces. There will be interviews with agencies who have successfully adopted these technologies for project construction, and contractors who have participated in implementation.
KW  - Automation
KW  - Bridges
KW  - Concrete placing
KW  - Construction
KW  - Delivery service
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Roads
KW  - Technology
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=98
UR  - https://trid.trb.org/view/1231207
ER  - 

TY  - ABST
AN  - 01458343
TI  - Analysis and Assessments of Novel Intersection Treatments and Technologies
AB  - The objective of this research project will be to study and report operational and safety performances of the median U-turn intersection treatment.   The study will expand the sample of the speed reduction treatment study at rural TWSC intersections.
KW  - Intersections
KW  - Median lanes
KW  - Research projects
KW  - Safety
KW  - Speed and delay studies
KW  - U turns
UR  - https://trid.trb.org/view/1226554
ER  - 

TY  - ABST
AN  - 01463085
TI  - Strategies for Integrated Operation of Freeway and Arterial Corridors
AB  - Conditions on one road can affect the operation of nearby roads. Congestion, particularly unexpected congestion, can cause some travelers to shift to another route. In a freeway corridor, this often results in freeway traffic diverting to a parallel arterial street. If this additional traffic is not anticipated, the traffic signal timing will not be optimal.  In many regions of the United States, freeways and arterial streets are operated by different agencies that lack clear strategies for coordinated operation of the corridor. Without these strategies, the agencies lack a compelling reason to enhance their traffic management systems to allow data sharing and coordinated response.  The objective of this project is to develop a manual of recommended strategies for integrating the operation of a freeway and arterial corridor, including their benefits and methods of implementing them.
KW  - Arterial highways
KW  - Corridors
KW  - Freeway operations
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Route choice
KW  - Routes and routing
KW  - Traffic congestion
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=837
UR  - https://trid.trb.org/view/1231310
ER  - 

TY  - ABST
AN  - 01463006
TI  - Synthesis of Information Related to Highway Problems. Topic 37-07. Bridge Management Systems for Transportation Agency Decision-Making
AB  - Most state Departments of Transportation (DOT's) have a bridge management system (BMS) in place and in use. The extent to which these systems are used in project and network level decisions may vary significantly from one agency to another. There is also may be great variation in the familiarity of this senior administrative management with the critical elements of data input, basic assumptions underlying the system operations and a clear understanding of the potential of their bridge management system to produce a variety of useful reports. It will be beneficial to all transportation agencies, therefore, to know how other agencies use and benefit from their bridge management systems in managing their bridges. This synthesis will gather information on current practices in how bridge owner agency CEO's and their senior administrative staff use their bridge management systems. The focus will be on both funding allocations within the bridge program and allocations for bridges within the overall agency programs.
KW  - Bridge management systems
KW  - Bridges
KW  - Decision making
KW  - Information management
KW  - Management and organization
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=99
UR  - https://trid.trb.org/view/1231231
ER  - 

TY  - ABST
AN  - 01460696
TI  - Research for the AASHTO Standing Committee on the Environment. Task 18. Recommended Approaches to Communicating Air Toxics Issues and Transportation Project-Related Analyses in NEPA Documents
AB  - The goal of this short-term research project is not to develop new science for the discussion of transportation-related air toxics emissions. Rather, it is to bring respected neutral guidance to outlining the air toxics issues in order to provide technical analysts with the best possible approaches for presenting air toxics impacts and communicating health risks and assessments triggered by air toxics analysis included in air quality discipline reports.
KW  - Air pollution
KW  - Air quality
KW  - Analysis
KW  - Approach
KW  - Communications
KW  - Health hazards
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Risk analysis
KW  - Technical assistance
KW  - Toxicity
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1290
UR  - https://trid.trb.org/view/1228914
ER  - 

TY  - ABST
AN  - 01460693
TI  - Research for the AASHTO Standing Committee on the Environment. Task 21. Assessment of Geophysical Remote Sensing Opportunities at State Departments of Transportation for Incorporation into Archaeological Investigations
AB  - The objective of this study is to inform State Departments of Transportation staff where they can access geophysical technology and expertise for incorporation into archaeological studies, including resources within their own department; and provide access to information on current uses of the technology and interpretation of results in cultural resource and planning contexts.
KW  - Archaeology
KW  - Culture (Social sciences)
KW  - Evaluation and assessment
KW  - Geophysics
KW  - National Cooperative Highway Research Program
KW  - Planning
KW  - Remote sensing
KW  - Research projects
KW  - Resource allocation
KW  - State departments of transportation
KW  - Technology assessment
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1293
UR  - https://trid.trb.org/view/1228911
ER  - 

TY  - ABST
AN  - 01460692
TI  - Research for the AASHTO Standing Committee on the Environment. Task 23. Environmental Performance Measurements Related to Transportation Project Planning, Design, Construction, Maintenance and Operations
AB  - The proposed study will identify existing transportation agency and environmental agency practices for determining their environmental goals and for tracking and measuring environmental performance and their existing agency environmental goals and related performance measurements, guidelines and standards.
KW  - Construction
KW  - Environmental impacts
KW  - Maintenance
KW  - Measurement
KW  - National Cooperative Highway Research Program
KW  - Operations
KW  - Performance evaluations
KW  - Planning and design
KW  - Research projects
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1295
UR  - https://trid.trb.org/view/1228910
ER  - 

TY  - RPRT
AN  - 01026338
AU  - Federal Highway Administration
TI  - I-39 Dynamic Message Sign Project Summary
PY  - 2005/10/04
SP  - 3p
AB  - The Illinois Department of Transportation (IDOT) sought to deploy a message sign system consisting of permanently-mounted dynamic message signs around the Rockford metropolitan area. The project goal was to begin building a system of remotely-activated message signs for incident management along the US 20 / I-39 corridor. The funding which was secured for this initiative included $260,000 Federal FY01 Intelligent Transportation Systems (ITS) funding with an equal State match. In addition, $500,000 was available from a State of Illinois Special Information Technology fund. This first project included the procurement and installation of 4 walk-in message signs, structural supports, and software required for their operation. IDOT began their project in September, 2001, with the selection of a consultant to assist in planning and executing this ITS initiative. The consultant was responsible for preparing contract plans and special provisions to get the contract ready for soliciting bids. On March 6, 2003, IDOT executed a construction contract through competitive bidding to procure, install, and start-up four message signs. The total bid cost was $936,230. After construction, testing, and manufacturer’s training, the system was commissioned in October, 2004. The total program, beginning with selecting the consultant and ending with system final acceptance, took 37 months.
KW  - Competitive bidding
KW  - Construction
KW  - Contracts
KW  - Financing
KW  - Illinois Department of Transportation
KW  - Incident management
KW  - Installation
KW  - Intelligent transportation systems
KW  - Procurement
KW  - Software
KW  - Structural supports
KW  - Testing
KW  - Training
KW  - Variable message signs
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14131.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14131_files/14131.pdf
UR  - https://trid.trb.org/view/782639
ER  - 

TY  - RPRT
AN  - 01015056
AU  - Boyle, Michael
AU  - Valley Forge Laboratories, Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Materials-Related Forensic Analysis and Specialized Testing: "Develop and Evaluate a Plan for a Consistency Evaluation of Hot-Mix Asphalt Plant Production"
PY  - 2005/10/04/Final Report
SP  - 37p
AB  - This report provides procedures and tools for a hot-mix asphalt producer and the Pennsylvania Department of Transportation (PENNDOT) to use in tracking production consistency on a routine basis.  The primary goal is to have each producer monitor their own consistency following the procedures developed by this research.  PENNDOT will independently conduct quality assurance (QA) testing and monitor the producer's consistency using its own test data (CAMMS).  The methodology and procedures developed by this study should allow both of these to occur and provide a statistically appropriate method to compare the data from CAMMS and the quality control (QC) data from each producer.  The resultant evaluation procedures should also provide the PENNDOT with a logical, systematic and unbiased methodology for addressing plants with poor production consistency.  Uniformly produced, high quality, Hot-Mix Asphalt (HMA) is expected to produce better initial ride quality and better long-term life cycle and maintenance characteristics.
KW  - Acceptance tests
KW  - Asphalt plants
KW  - Hot mix asphalt
KW  - Pennsylvania Department of Transportation
KW  - Producers
KW  - Production
KW  - Quality assurance
KW  - Quality control
KW  - Statistical analysis
UR  - https://trid.trb.org/view/771464
ER  - 

TY  - ABST
AN  - 01570504
TI  - Roadside Safety Research Program
AB  - This solicitation invites states to participate in the Roadside Safety Research Program that has the objective to continue a cooperative approach to conducting research on roadside safety features.
KW  - Cooperative research programs
KW  - Roadside
KW  - Safety
KW  - Safety equipment
KW  - State departments of transportation
UR  - http://www.pooledfund.org/Details/Study/345
UR  - https://trid.trb.org/view/1362145
ER  - 

TY  - ABST
AN  - 01462754
TI  - Synthesis of Information Related to Transit Problems. Topic SH-07. Web Based Survey Techniques for Transit
AB  - <p align="left">Transportation Research Board's (TRB's) Transit Cooperative Research Program (TCRP) Synthesis 66: Fixed-Route Transit Ridership Forecasting and Service Planning Methods examines the state of the practice in fixed-route transit ridership forecasting and service planning.  The report also explores forecasting methodologies, resource requirements, data inputs, and organizational issues.  In addition, the report analyzes the impacts of service changes and reviews transit agency assessments of the effectiveness and reliability of their methods and of desired improvements.  </p>
KW  - Fixed routes
KW  - Forecasting
KW  - Methodology
KW  - Public transit
KW  - Reliability
KW  - Research projects
KW  - Ridership
KW  - Service planning
KW  - Websites (Information retrieval)
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=198
UR  - https://trid.trb.org/view/1230977
ER  - 

TY  - ABST
AN  - 01460684
TI  - Rapid Portland Cement Concrete Pavement Construction and Long-Term Performance
AB  - Rehabilitation of pavements in high traffic/urban areas requires concrete mixtures that can achieve necessary strengths for opening in 24-48 hours.  These mixtures must be durable, yet must also be able to be placed by normal construction crews using conventional equipment.  Guidelines must be developed for specifying and achieving robust, durable concrete mixtures that reach necessary early strengths.  These mixtures should also match or exceed the long-term performance characteristics of existing Washington State Department of Transportation (WSDOT) concrete. The research will enable WSDOT to make the best choice of concrete mixes for upcoming projects in the Puget Sound urban area.
KW  - Concrete mixing
KW  - Concrete pavements
KW  - Durability
KW  - Guidelines
KW  - Pavement performance
KW  - Portland cement concrete
KW  - Puget Sound Region
KW  - Research projects
KW  - Strength of materials
KW  - Traffic volume
UR  - https://trid.trb.org/view/1228902
ER  - 

TY  - ABST
AN  - 01460677
TI  - Identification and Analysis of Pedestrian Risk Locations
AB  - The prevention of pedestrian accidents is a paramount concern to Washington State Department of Transportation (WSDOT). This is because pedestrian accidents, once they occur, often result in the highest severity level (14% of all fatalities). WSDOT has been successful in developing models of risk and this research will build on that success. The proposed models will be used to determine the causal factors of pedestrian accidents and to identify locations with high probability of accidents and possible corrective actions. The first phase of this research found a statistically significant relationship between transit stops and pedestrian accidents. The second phase will complete the project by developing a tool to identify and analyze high-risk locations, causal factors and possible corrective actions for pedestrians and ensure WSDOT is investing in pedestrian improvements that will have the greatest impact.
KW  - Crash severity
KW  - Crashes
KW  - Fatalities
KW  - High risk locations
KW  - Improvements
KW  - Pedestrian-vehicle crashes
KW  - Research projects
KW  - Risk analysis
KW  - Transit safety
UR  - https://trid.trb.org/view/1228895
ER  - 

TY  - ABST
AN  - 01458553
TI  - Long-Term Field Monitoring and Performance of Paving Fabric Interlayer Systems to Reduce Reflective Cracking
AB  - The conclusions and recommendations from Phase I State Study No. 174, Potential Applications of Paving Fabrics to Reduce Reflective Cracking, substantiated the development of this project.  The primary objective is to conduct long-term monitoring of the performance of a flexible pavement which includes a paving fabric between the in-situ pavement and an HMA overlay.  A comprehensive testing, monitoring, and analysis program is proposed, where twelve 500-ft pavement test sections are constructed on an existing two-lane highway, and then monitored for seven years. Particular attention is directed towards investigating the influence of overlay thickness on long-term performance. A comparison between the performance of paving fabric treatment systems for milled and non-milled surfaces, as well as a comparison between the performance of paving fabrics on sealed and non-sealed surfaces will be reported. In addition, a cost-benefit analysis will be performed to develop total life cycle costs for each section. This project, by accomplishing the above objectives, will provide a fundamental understanding of the behavior of paving fabric systems to reduce reflective cracking, and will offer practicing engineers a valuable alternative for more effective schemes during pavement rehabilitation strategies.
KW  - Fabrics
KW  - Field studies
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Mississippi
KW  - Monitoring
KW  - Pavement cracking
KW  - Paving materials
KW  - Research projects
UR  - https://trid.trb.org/view/1226764
ER  - 

TY  - ABST
AN  - 01458552
TI  - In-House Support to State Study No. 184
AB  - This study will be conducted to support the proposed study "Long-Term Field Monitoring and Performance of Paving Fabric Interlayer Systems to Reduce Reflective Cracking."  The required tasks include:  (1) FWD field testing and evaluation of requisite overlay of proposed pavement for inclusion in Phase II study; (2) Operation of the MDOT profiler to obtain video images of the pavement surface one time prior to construction of the twelve test sections and nine times subsequent to construction; (3) Mapping of cracks on the video logs for submission to Jackson State University; (4) Traffic control will be required to facilitate FWD testing by MDOT and pavement coring operations by Burns, Cooley, &amp; Dennis, Inc.; and (5) Review of one construction report, three progress reports, and one final report.
KW  - Fabrics
KW  - Mississippi
KW  - Pavement cracking
KW  - Pavement design
KW  - Pavement layers
KW  - Pavements
KW  - Paving materials
KW  - Research projects
UR  - https://trid.trb.org/view/1226763
ER  - 

TY  - ABST
AN  - 01458551
TI  - Consultant Support to State Study No. 184
AB  - This project will provide consultant support to the proposed study "Long-Term Field Monitoring and Performance of Paving Fabric Interlayer Systems to Reduce Reflective Cracking."  The required tasks include:  (1) Provide guidance on selection of paving fabric; (2) Provide guidance regarding paving fabric construction for inclusion in construction bid documents; (3) Monitor construction of test sections; (4) Perform requisite coring of pavement test sections; and (5) Review the construction report, three progress reports and the final report.
KW  - Fabrics
KW  - Field studies
KW  - Mississippi
KW  - Monitoring
KW  - Pavement cracking
KW  - Pavement performance
KW  - Pavements
KW  - Research projects
UR  - https://trid.trb.org/view/1226762
ER  - 

TY  - ABST
AN  - 01458505
TI  - User Guidelines and Risk Assessment Tools for Waste and By-Product Materials
AB  - No summary provided.
KW  - Environmental protection
KW  - Guidelines
KW  - Materials
KW  - Research projects
KW  - Risk assessment
KW  - Tools
KW  - Waste products
KW  - Waste products
UR  - https://trid.trb.org/view/1226716
ER  - 

TY  - RPRT
AN  - 01618693
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  - Organizational Structures and Communications on the SH 130 Project
PY  - 2005/10
SP  - 123p
AB  - This product summarizes the findings from research analyzing SH 130, a 49-mile-long toll road in Central Texas, organizational structures and communication flows. A set of guidelines pertaining to team organization and communication improvement and the design-build (DB) environment is also included. This report is comprised of five chapters and seven appendices. Chapter 1 provides as introduction. Chapter 2 focuses on background issues on DB project organization and communication and includes a brief literature review. Chapter 3 lays out the research methodology. Chapter 4 presents analysis of findings, including a set of guidelines pertaining to team organization and communication improvement in the DB environment. Potential lessons learned as related through interviews are also identified. Chapter 5 summarizes the findings and recommendations of this research report.
KW  - Communication
KW  - Design build
KW  - Design teams
KW  - Guidelines
KW  - Organizational structure
KW  - Recommendations
KW  - Road construction
KW  - Texas
KW  - Toll roads
UR  - http://ctr.utexas.edu/wp-content/uploads/pubs/0_4661_P3.pdf
UR  - http://ntl.bts.gov/lib/60000/60500/60525/0_4661_P3.pdf
UR  - https://trid.trb.org/view/1436710
ER  - 

TY  - ABST
AN  - 01462868
TI  - Research for AASHTO Standing Committee on Highways. Task 201. Use of Warranties in Highway Construction
AB  - This study will summarize state practices, conduct a forum, and recommend a strategy for implementing warranties in highway construction. As was pointed out previously, research in the area of pavement warranties is being conducted under NCHRP Project 10-68, Guidelines for the Use of Highway Pavement Warranties. The objective of Project 10-68 is to develop guidelines for the project-level application of pavement warranties. Given the similar nature of work, the decision was made to incorporate Project 20-07(201) into the initial phase of Project 10-68. A proposal for this research was received in September 2005 and subsequently approved by the panel. The contract for Project 10-68 was modified in November 2005; a meeting of NCHRP staff and the study team was held in Washington, DC in March, 2006.
KW  - Construction
KW  - Highways
KW  - Implementation
KW  - National Cooperative Highway Research Program
KW  - Pavements
KW  - Research projects
KW  - Strategic planning
KW  - Warranty
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1217
UR  - https://trid.trb.org/view/1231092
ER  - 

TY  - RPRT
AN  - 01386802
AU  - Garber, N J
AU  - Miller, J S
AU  - Yuan, B
AU  - Sun, Xiao
AU  - United States. Federal Highway Administration (FHWA). Office of Safety
TI  - Safety effects of differential speed limits on rural interstate highways
PY  - 2005/10
IS  - FHWA-HRT-05-042
SP  - 89p
KW  - Accident rate
KW  - Automobiles
KW  - Car
KW  - Crash rates
KW  - Heavy vehicle
KW  - Heavy vehicles
KW  - Highway
KW  - Highway safety
KW  - Highways
KW  - Impact studies
KW  - Impact study
KW  - Road safety
KW  - Road safety (engineering and vehicles)
KW  - Rural highways
KW  - Rural road
KW  - Speed limit
KW  - Speed limits
KW  - Statistical analysis
KW  - Statistical analysis
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/research/safety/05042/
UR  - https://trid.trb.org/view/1154565
ER  - 

TY  - RPRT
AN  - 01118258
AU  - Gordon, Robert L
AU  - Tighe, Warren
AU  - Dunn Engineering Associates
AU  - Federal Highway Administration
TI  - Traffic Control Systems Handbook (2005 Edition)
PY  - 2005/10//2005 Edition
SP  - 369p
AB  - The 2005 edition of "Traffic Control Systems Handbook" updates the 1996 edition (FHWA-SA-96-032). It serves as a basic reference in planning, designing and implementing traffic control systems. Specific chapters include introduction, summary of available and emerging traffic control system technology, control concepts for urban and suburban streets (traffic control parameters, descriptions of traffic control concepts and their application), a brief summary of control and management concepts for freeways, traffic detectors, local controller operation, traffic control system architectures, a brief summary of traffic control system communications, traveler information systems, the processes required for selection of a system, design and implementation, and systems management. The Handbook concludes with a discussion of intelligent transportation systems (ITS) plans and programs. The "Traffic Control Systems Handbook" references other FHWA handbooks for more detailed information on freeway management, communications, and traffic detectors.
KW  - Communication systems
KW  - Freeways
KW  - Handbooks
KW  - Highway traffic control systems
KW  - Implementation
KW  - Intelligent transportation systems
KW  - Management
KW  - Planning and design
KW  - Streets
KW  - System architecture
KW  - Technological innovations
KW  - Traffic signal controllers
KW  - Traveler information and communication systems
KW  - Vehicle detectors
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop06006/fhwa_hop_06_006.pdf
UR  - http://ntl.bts.gov/lib/30000/30800/30815/fhwa_hop_06_006.pdf
UR  - http://ntl.bts.gov/lib/38000/38800/38813/fhwa_hop_06_006.pdf
UR  - https://trid.trb.org/view/878030
ER  - 

TY  - RPRT
AN  - 01108611
AU  - Osborne, Leon
AU  - Brummond, Jeffrey
AU  - Hart, Robert D
AU  - Zarean, Mohsen
AU  - Conger, Steven M
AU  - Iteris, Incorporated
AU  - Meridian Environmental Technology, Incorporated
AU  - Federal Highway Administration
TI  - Clarus: Concept of Operations
PY  - 2005/10//Final Report
SP  - 130p
AB  - The Clarus Initiative establishes a vision for the leveraging of local and regional road/route weather observations to serve a greater community and enhance 21st century transportation operations. Its goal is to provide broader weather information support for surface transportation system operators in their efforts to improve safety, reliability and security of transportation users. The Clarus Initiative consists of two development components. The first component is the development of the Clarus System – a network for sharing, quality controlling, and exchanging surface environmental data and relevant surface transportation conditions. The second component is the development of tools (such as decision support systems) that make effective use of the Clarus System. This document provides a high-level definition of how the system works. The focus of the Concept of Operations is establishing an understanding of the needs of the various stakeholders representing different weather data use market segments or groups and how the Clarus System can be structured to meet the users’ stated needs. They exhibit different surface transportation weather data needs based on content, timeliness, level and type of value added processing, reliability, and other related criteria. Central to this document are examples of functional scenarios for many of the market segments that will be served by the system. Each scenario is described in a narrative text and should be evaluated along with the overall Clarus Framework Scenario that includes an illustrated Use Case Diagram and a Sequence Diagram to model the typical concepts anticipated to exist in the application of Clarus System data.
KW  - Clarus
KW  - Environmental policy
KW  - Environmental sensor stations
KW  - Ground transportation
KW  - Highway operations
KW  - Road weather information systems
KW  - Transportation planning
KW  - Weather conditions
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14158.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14158_files/14158.pdf
UR  - https://trid.trb.org/view/868582
ER  - 

TY  - RPRT
AN  - 01103357
AU  - Surdahl, Roger W
AU  - Woll, J Heather
AU  - Marquez, Rick
AU  - Federal Highway Administration
TI  - Road Stabilizer Product Performance: Buenos Aires National Wildlife Refuge
PY  - 2005/10//Final Report
SP  - 78p
AB  - Six different soil stabilizers were individually applied each on a 1.6 km (1mi) section to a depth of 150 mm (6 in) at the Buenos Aires National Wildlife Refuge in south central Arizona. These six products were monitored at 6- month intervals for a period of 2 years. Visual evaluation included effectiveness in controlling dust, washboarding, and raveling. Materials tests and evaluation included Moisture/Density, Gradation, Liquid Limit, Plastic Limit, R-Value, CBR, and silt loading. Final analysis included an overall ranking of the six materials and their performance. Roadway stabilization or dust abatement products are classified into the following seven basic categories: 1. Water,  2. Water absorbing,  3. Organic Petroleum,  4. Organic Non-petroleum, 5. Electrochemical,  6. Synthetic Polymer,  7. Clay Additives. For this specific semi-arid desert location and non-plastic roadway material, the best performing product was a formulation of an organic non-petroleum plus water absorbing material.
KW  - Buenos Aires National Wildlife Refuge (Arizona)
KW  - Deserts
KW  - Dust control
KW  - Dust palliatives
KW  - Materials tests
KW  - Performance
KW  - Product evaluation
KW  - Semi-arid regions
KW  - Soil stabilization
KW  - Unpaved roads
UR  - http://www.cflhd.gov/programs/techDevelopment/materials/buenosaires/documents/01_road_stabilizers_buenos_aires_entire_document.pdf
UR  - https://trid.trb.org/view/860737
ER  - 

TY  - RPRT
AN  - 01074536
AU  - Federal Highway Administration
TI  - Springdale Northern Bypass, U.S. Highway 412, Washington and Benton counties : environmental impact statement
PY  - 2005/10//Volumes held: Draft, Dsup, F
KW  - Arkansas
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/833930
ER  - 

TY  - RPRT
AN  - 01051949
AU  - Persad, Khali R
AU  - Walton, C Michael
AU  - Wilke, Julie
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Alternatives to Non-Compete Clauses in Toll Development Agreements
PY  - 2005/10//Technical Report
SP  - 114p
AB  - Private investors in toll roads sometimes request restrictive covenants such as non-compete clauses, which could prevent the public sector from adding capacity in the region for the life of the toll agreement. This research project examined 20 case studies of toll agreements in the United States and internationally, and developed a set of best practices, which provide alternatives to non-compete clauses. In addition to this research report, three research products were generated. The first product, 5020-P1, is a detailed set of guidelines on best practices in toll agreements. The second product, 5020-P2, is a brochure summarizing alternatives to non-compete clauses. The third product, 5020-P3, is a PowerPoint presentation and accompanying speaker notes outlining the results of this research. These products provide the Texas Department of Transportation with an effective set of strategies relating to competition between tolled and non-tolled roads, for possible incorporation into future toll project agreements.
KW  - Best practices
KW  - Case studies
KW  - Competition
KW  - Contracts
KW  - Noncompete clause
KW  - Private enterprise
KW  - Strategic planning
KW  - Toll roads
KW  - United States
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5020_1.pdf
UR  - https://trid.trb.org/view/811281
ER  - 

TY  - RPRT
AN  - 01045511
AU  - George, K P
AU  - University of Mississippi, University
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Soil Stabilization Field Trial
PY  - 2005/10//Final Report
SP  - 68p
AB  - A five-year study was initiated seeking materials/additives and procedures that help to mitigate crack susceptibility in cement-treated material (CTM). A field test program of six 305-m (1000-ft) test sections was implemented in August 2000. The following additives/procedures were included for investigation: (1) 5.5% cement additive (control section), design based on a reduced strength criteria; (2) 5.5% cement precracked 24 to 48 hours after finishing; (3) 5.5% cement precut (grooved) every 3 m (10 ft); (4) 3.5% cement with 8% fly ash (CFA); (5) 6% ground granulated blast furnace slag (GGBFS) with 2% lime admixture (LGBFS); and (6) 3% lime and 12% fly ash, stabilization technique used by Mississippi Department of Transportation (MDOT) (LFA). First interim report covering the first phase of investigation/monitoring during the 28-day period was submitted on April 21, 2001. Two layers of hot mix asphalt (HMA) – 110 mm (4.5 in.) base, 60 mm (2.25 in.) polymer modified binder – were placed over the stabilized layer beginning September 21, 2000, followed by the second field monitoring on November 13, 2001. Field tests included deflection tests employing Falling Weight Deflectometer (FWD), retrieval of 100-mm (4-in.) cores for compression tests, and a manual crack survey. The results were presented in Interim Report II. On June 16, 2003, (nominally 3 years) the test sections were monitored; this time again deflection test employing FWD, and a manual crack survey. Prior to the June 2003 survey, a 50-mm (2-inch) polymer modified surface course was placed, with the road opening to traffic on July 8, 2002. Nominally five years after construction, again deflection tests deploying FWD (December 1, 2004), compression tests on 102-mm (4-in.) cores and a manual crack survey (March 8, 2005) were conducted. Presented in this final report are, (i) the results of deflection analysis and moduli of layers (ii) the compressive strength results of 102-mm (4-in.) diameter cores, and (iii) the crack survey results. Backcalculation of moduli from deflection data was accomplished by deploying MODULUS v.6, with pavement modeled as a four-layer system and in few cases, as a three-year system as well. The backcalculated results show that the moduli of all of the sections, except that of the cement-fly ash (CFA), increased steadily from 28 days to 1654 days. In CFA, however, the modulus was not only relatively low but it also leveled off after 440 days. In the LFA section, modulus remained significantly low in the beginning and continued at a low level over the five-year period. Unconfined compressive strength (UCS) determined from 102-mm (4-in.) diameter cores consistently increased with time in all of the six mixes. The strength gain of the 5.5% cement control mix leveled off after 440 days, thus not attaining the target strength of 2070 kPa (300 psi). Lime-fly ash mix strength was indeed low compared to those of the other mixes. With 220 mm (8.75 in.) of HMA overlay, no reflection cracks were observed throughout the five-year monitoring period. For a comparative evaluation of the six sections, their short- and long-term performance had been examined; short-term performance in terms of 28-day shrinkage cracks in the base layer and long-term performance in terms of stiffness modulus and UCS. Though considered satisfactory in regard to shrinkage cracks, the long-term performance of LFA mix is suspect as evidenced by its low stiffness, and in turn, large deflection. Though structurally adequate, based on the questionable short term performance of both CFA and LGBFS mixtures, their use in flexible pavement beneath HMA, especially thin layers, [102 mm (4 in.) or less] is deferred. Mixing two additives in small proportions is another construction-related problem in the CFA and LGBFS mixtures. The control CTM with 5.5% cement not only suffered excessive shrinkage cracking, but also its long term strength fell short of expectation. The precut CTM though structurally sound, two problems dissuade its application: the excessive shrinkage cracking, and logistics of cutting grooves while the layer is being compacted. From the point of view of overall performance, precracked CTM indeed excelled all of the other treatments/admixtures and, therefore, is recommended for stabilization of base layers.
KW  - Backcalculation
KW  - Cement
KW  - Compression tests
KW  - Compressive strength
KW  - Construction
KW  - Cracking
KW  - Deflection tests
KW  - Falling weight deflectometers
KW  - Field tests
KW  - Flexible pavements
KW  - Fly ash
KW  - Granulated slag
KW  - Hot mix asphalt
KW  - Lime fly ash
KW  - Materials
KW  - Mississippi
KW  - MODULUS (Computer program)
KW  - Modulus of elasticity
KW  - Polymer modified binders
KW  - Reflection cracking
KW  - Shrinkage cracking
KW  - Slag
KW  - Soil stabilization
KW  - Stiffness modulus
KW  - Test sections
UR  - http://www.gomdot.com/research/pdf/SoilStbF.pdf
UR  - http://ntl.bts.gov/lib/44000/44500/44539/State_Study_133_-_Soil_Stabilization_Field_Trial_Final_Report.pdf
UR  - https://trid.trb.org/view/804921
ER  - 

TY  - SER
AN  - 01037201
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Yu, H Thomas
TI  - Use of Magnetic Tomography Technology to Evaluate Dowel Bar Placement
PY  - 2005/10
IS  - FHWA-IF-06-002
SP  - 4p
AB  - This technical brief discusses the use of the MIT Scan-2 device to measure the position of metal bars embedded in concrete.  Developed by Magnetic Imaging Tools (MIT) GmbH (Dresden, Germany), the MIT Scan-2 utilizes an array of sensitive detectors and sophisticated data analysis algorithms to produce very accurate results.  Information is provided on calibration requirements, the operation of the device, data output, and the limitations of the device.
KW  - Algorithms
KW  - Alignment
KW  - Calibration
KW  - Detectors
KW  - Dowels (Fasteners)
KW  - Magnetic Imaging Tools (MIT) Scan 2
KW  - Pavement joints
KW  - Positioning
KW  - Road construction
KW  - Tie bars
KW  - Tomography
UR  - http://www.fhwa.dot.gov/pavement/pccp/pubs/06002/06002.pdf
UR  - http://ntl.bts.gov/lib/33000/33400/33459/FHWA-IF-06-006.pdf
UR  - https://trid.trb.org/view/793788
ER  - 

TY  - SER
AN  - 01037200
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Taylor, Peter
AU  - Ozyildirim, Celik
TI  - Curing Practice for Slipformed Concrete Pavements
PY  - 2005/10
IS  - FHWA-IF-06-003
SP  - 6p
AB  - This technical brief identifies best practices for curing portland cement concrete pavements.  It provides important concepts in pavement curing, discusses the use of curing compounds and evaporation retarders, and describes how to estimate evaporation and bleeding rates and manage temperature.
KW  - Bleeding (Pavements)
KW  - Concrete curing
KW  - Concrete pavements
KW  - Curing agents
KW  - Evaporation
KW  - Retarders (Concrete)
KW  - Slip form paving
KW  - Temperature control
UR  - http://www.fhwa.dot.gov/pavement/pccp/pubs/06003/06003.pdf
UR  - https://trid.trb.org/view/793798
ER  - 

TY  - RPRT
AN  - 01032972
AU  - Najm, Husam
AU  - Gucunski, Nenad
AU  - Maher, Ali
AU  - Center for Advanced Infrastructure and Transportation
AU  - Oldcastle Pipe Company
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Study of the Effects of Buried Pipe Integrity on Roadway Subsidence
PY  - 2005/10//Final Report
SP  - 34p
AB  - The performance of roadway pavement is significantly affected by the integrity of buried pipes underneath. It is important that these pipes remain structurally sound during the life of the roadway for a better performance and uninterrupted service. Damage or total loss of the pipe will result in structural damage to the pavement, excessive deflections, and roadway subsidence or collapse. In the event of a roadway subsidence or collapse, the roadway or sections of it will be fully or partially closed to traffic for repair. Road closure and detours would cost the traveling public (trucking industry and passenger vehicles) in travel delay and added vehicle operating costs. One-lane closures usually result in approximately 30-60 minutes of delay per vehicle, and would cost the public in gas costs and additional costs due to travel delays. The added cost of travel would cause loss of revenues for businesses in New Jersey.
KW  - Collapse
KW  - Concrete pipe
KW  - Deflection
KW  - Detours
KW  - New Jersey
KW  - Operating costs
KW  - Pavement performance
KW  - Pipe
KW  - Revenues
KW  - Service life
KW  - Settlement (Structures)
KW  - Street closure
KW  - Structural damages
KW  - Structural repairs
KW  - Traffic delays
KW  - Underground structures
UR  - http://cait.rutgers.edu/files/Pipe-RU6558_0.pdf
UR  - https://trid.trb.org/view/788494
ER  - 

TY  - RPRT
AN  - 01031293
AU  - Kockelman, Kara
AU  - Waller, Travis
AU  - Gulipalli, Pradeep
AU  - Kalmanje, Sukumar
AU  - Karoonsoontawong, Ampol
AU  - Ukkusuri, Satish
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Application of Credit-Based Congestion Pricing in Texas: Operational Considerations and Impacts
PY  - 2005/10//Technical Report
SP  - 314p
AB  - Credit-based congestion pricing (CBCP) is a novel strategy which seeks to overcome the negative equity impacts of congestion pricing (CP) by allocating monthly budgets to eligible travelers to spend on congestion tolls. Previous CBCP studies have surveyed public opinion and examined the traffic and travel-welfare impacts of an Austin, Texas application. This work develops the policy further, examining expert opinions, predicting traffic impacts, estimating air-quality changes, and predicting system costs.
KW  - Air quality
KW  - Austin (Texas)
KW  - Congestion pricing
KW  - Costs
KW  - Credit based value pricing
KW  - Environmental impacts
KW  - Expert opinion
KW  - Highway operations
KW  - Highway traffic
KW  - Impacts
KW  - Monthly
KW  - Tolls
KW  - Traffic congestion
KW  - Traffic forecasting
KW  - Travel budgets
KW  - Travelers
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4634_1.pdf
UR  - https://trid.trb.org/view/787682
ER  -