TY - RPRT AN - 01030749 AU - Garber, Nicholas J AU - Miller, John S AU - Yuan, Bo AU - Sun, Xin AU - Virginia Transportation Research Council AU - Federal Highway Administration TI - The Safety Impacts of Differential Speed Limits on Rural Interstate Highways PY - 2005/10 SP - 99p AB - To compare the safety effects of a uniform speed limit (USL) for all vehicles as opposed to a differential speed limit (DSL) for cars and heavy trucks, detailed crash data, speed monitoring data, and traffic volumes were sought for rural interstate highways in 17 States for the period 1991 to 2000. Conventional statistical tests (analysis of variance, Tukey's test, and Dunnett's test) were used to study speed and crash rate changes in the four policy groups. A modified empirical Bayes formation was used to evaluate crash frequency changes without presuming a constant relationship between crashes and traffic volume. No consistent safety effects of DSL as opposed to USL were observed within the scope of the study. The mean speed, 85th percentile speed, median speed, and crash rates tended to increase over the 10-year period, regardless of whether a DSL or USL limit was employed. When all sites within a State were included in the analysis, temporal differences in these variables were often not significant. Further examination suggests that while these data do not show a distinction between DSL and USL safety impacts, the relationship between crashes and traffic volume cannot be generalized but instead varies by site within a single State. Because application of the modified empirical Bayes methodology suggested that crash risk increased for all four policy groups, a mathematical model that predicts sharp changes in crash rates based only on average daily traffic (ADT) does not appear valid at the statewide level. KW - 85th percentile speed KW - Automobiles KW - Average daily traffic KW - Crash rates KW - Differential speed KW - Empirical Bayes method KW - Impact studies KW - Interstate highways KW - Mathematical models KW - Mean speed KW - Median speed KW - Rural areas KW - Speed limits KW - Statistical analysis KW - Traffic crashes KW - Traffic speed KW - Trucks KW - Uniform speed limits UR - http://www.fhwa.dot.gov/publications/research/safety/05042/ UR - http://ntl.bts.gov/lib/31000/31000/31094/FHWA-HRT-05-042.pdf UR - https://trid.trb.org/view/787636 ER - TY - RPRT AN - 01029088 AU - Maher, Ali AU - Najm, Husam AU - Boile, Maria AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Solidification/Stabilization of Soft River Sediments Using Deep Soil Mixing PY - 2005/10//Final Report SP - 44p AB - The objective of the demonstration project was to investigate the feasibility of using in-situ solidification/stabilization technology to treat highly contaminated sediments similar to those found in NY/NJ Harbor and surrounding water bodies. The study evaluated a technique that amends sediment, in situ, with a pozzolanic mixture, such as portland cement. Mixing of sediments with pozzolanic materials has been used successfully throughout the NY/NJ Harbor to stabilize low-to-moderately-contaminated sediment dredged from navigation channels. Rutgers University was retained by the New Jersey Department of Transportation to assess the utility and viability of using Cement Deep Soil Mixing (CDSM) technology for the in-situ solidification/stabilization of contaminated river sediment and to evaluate: 1) the efficacy of the technology to stabilize sediments and associated contaminants; 2) the optimum percentage of pozzolanic additive; 3) the potential for dispersion of sediments during treatment; and 4) the impact that highly organic enrichment might have on the pozzolanic treatment. The pilot study demonstrated that significant improvement in the shear strength of the mixed sediments was measured following stabilization. Also a reduction of 40% in moisture content was measured within the solidified sediments. As a result, the treated sediments could be handled, transported and disposed of in a more environmentally sound manner. This is of great importance for toxic sediments. Turbidity was measured during the mixing operation and was found to be only within 120 ft of the mixing location. KW - Contaminated sediments KW - Deep soil mixing KW - Demonstration projects KW - Dredged materials KW - Environmental impacts KW - Moisture content KW - New York Harbor KW - Portland cement KW - Pozzolan KW - Sediments KW - Shear strength KW - Soil stabilization KW - Turbidity UR - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2005-028.pdf UR - https://trid.trb.org/view/786331 ER - TY - RPRT AN - 01029063 AU - Sun, Liecheng AU - Hopkins, Tommy C AU - Beckham, Tony L AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Use of Ultra-Lightweight Geofoam to Reduce Stresses in Highway Culvert Extensions PY - 2005/10//Interim Report SP - 37p AB - Culvert extension under highway embankment construction is a regular and important practice when roadway widening occurs. At some existing sites, concrete thickness and reinforcing steel of culvert tops and walls were stepped-down in sections of the culvert under the embankment slopes. The part of the culvert positioned under the embankment slopes was constructed weaker because the stresses under the portions of the slopes are much less than the stresses acting on the culvert section located under the main portion of the embankment. When additional fill is placed over the culvert due to roadway widening, much greater stresses are imposed on the weaker portions of the culvert. To accommodate the increased stresses on the weaker portions of the culvert, lightweight material will be placed above the weaker portions of the culvert in the field. Before construction begins, numerical analysis using Fast Lagrangian Analysis of Continua (FLAC) 4.0 was performed to predict stresses on the culvert. Results of the analysis show that geofoam has a great effect in reducing vertical stresses above and below the culvert. There are areas of high stress concentrations at the top and bottom of the concrete culvert if no geofoam is placed above the culvert. Placing geofoam above the culvert reduces the concentrated stresses at the top and bottom significantly. The stress reduction is a function of the size of geofoam and the distance between top of culvert and geofoam. To obtain an optimal practical situation, a numerical model was created to thoroughly analyze these factors. By considering these factors, effectual curves are obtained from the numerical analysis. When geofoam is placed directly on top of the culvert, the results indicate that the concentrated stresses at the top and bottom will be minimized, but it will require excavating the fill and replacing it with geofoam. The optimal situation for each culvert should be analyzed case by case. On the other hand, foam concrete can reduce load on the culvert if it is placed correctly. Valuable results using geofoam and foam concrete to reduce loads on a culvert are discussed in this report. KW - Concrete culverts KW - Culvert extensions KW - Culverts KW - Embankments KW - Fast Langrangian Analysis of Continua KW - Geofoam KW - Highway widening KW - Highways KW - Numerical analysis KW - Numerical models KW - Pavement widening KW - Reinforcing steel KW - Road construction KW - Slopes KW - Stresses KW - Thickness UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_34_SPR_297_05_1I.pdf UR - https://trid.trb.org/view/784332 ER - TY - RPRT AN - 01027360 AU - Bishop, Richard AU - Bishop Consulting AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Arizona I-19 Wi-Fi Corridor: Assessment of Opportunities for Probe Data Operations PY - 2005/10 SP - 36p AB - A WiFi (wireless broadband) corridor has been implemented with Homeland Security funding on a 30-mile section of Interstate 19 in southern Arizona, near the Mexican border. The corridor presents an interesting opportunity for the Arizona Department of Transportation (ADOT) to utilize probe data collection techniques for monitoring traffic and road condition parameters. Part of the CANAMEX trade corridor, the Arizona I-19 WiFi corridor offers a very promising testbed to explore probe vehicle data techniques. The intent of this brief report is to examine features of the WiFi corridor to identify low cost, near term means of experimenting with probe data techniques for these purposes. The report begins with an overview of probe data techniques and research and development (R&D) and deployment relating to probe systems worldwide. The specifics of the WiFi corridor are then described, and several methods for probe data collection using the corridor WiFi equipment are explored. An approach to proof-of-concept testing is provided, and a Field Operational Testing approach for the most promising implementation is offered. This is intended to provide a foundation for ADOT to pursue further work in this area. KW - Arizona KW - Broadband KW - Data collection KW - Field tests KW - Highway corridors KW - Monitoring KW - Probe vehicles KW - Proof of concept KW - Traffic surveillance KW - Wireless communication systems UR - http://apps.azdot.gov/ADOTLibrary/publications/QuickStudies/PDF/TRQS-02.pdf UR - https://trid.trb.org/view/784361 ER - TY - RPRT AN - 01026399 AU - Dixon, Karen AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Southeastern United States Fatal Crash Study PY - 2005/10//Final Report SP - 53p AB - A significant safety issue in the United States is the substantial number of vehicle related crashes. The number of fatal crashes in the southeastern portion of the U.S. (States of Alabama, Florida, Georgia, Kentucky, Mississippi, North Carolina, South Carolina, and Tennessee) is disproportionately higher than those for the entire country. In general, the eight states collectively report approximately 26% of the total annual number of fatal automobile-related crashes in the U.S. On average, the southeastern states experience an additional 30 fatalities per million vehicle miles traveled than the U.S. average. The Federal Highway Administration and the eight southeastern states initiated a joint research effort for the region to study this observed over-representation of fatal crashes. Findings of the study suggest that improved features such as widening shoulders, enhancing delineation, and protecting the clear zone would substantially reduce these fatal crashes. Some of the researchers recommended that additional procedures and policies may be an appropriate countermeasure for wide-scale improvements. Countermeasures (physical as well as political) were explicitly recommended to address two-lane rural roads, safety restraint use and fixed-object crashes. A supplemental finding was the presence of extensive pavement edge drop-offs for fatal crash sites in at least two of the participating states. As this observation occurred as a result of field inspection and was not initially identified as a target problem, it was not studied in great detail for this research effort but merits special comment since it is potentially a significant finding of the study. KW - Alabama KW - Clear zones KW - Countermeasures KW - Dropoffs (Pavements) KW - Fatalities KW - Fixed object collisions KW - Florida KW - Georgia KW - Kentucky KW - Mississippi KW - North Carolina KW - Road delineation KW - Road shoulders KW - Rural highways KW - Seat belt use KW - Shoulder widening KW - South Carolina KW - Southeastern United States KW - Statistics KW - Tennessee KW - Traffic crashes KW - Two lane highways UR - http://ntl.bts.gov/lib/42000/42900/42993/9815.pdf UR - https://trid.trb.org/view/783451 ER - TY - RPRT AN - 01025738 AU - Ambroz, Joanna K AU - Darter, Michael I AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Rehabilitation of Jointed Portland Cement Concrete Pavements: SPS-6 -- Initial Evaluation and Analysis PY - 2005/10//Final Report SP - 296p AB - The Specific Pavement Studies 6 (SPS-6) experiment, "Rehabilitation of Jointed Portland Cement Concrete Pavements," was designed as a controlled field experiment that focuses on the study of specific rehabilitation design features of jointed plain concrete pavements (JPCP) and jointed reinforced concrete pavements (JRCP). This experiment examines the effects of climatic regions (wet-freeze, wet-no freeze, dry-freeze, or dry-no freeze), type of concrete pavement (plain or reinforced), condition of existing pavement prior to rehabilitation (fair or poor), and traffic rate (as a covariant), incorporating the different methods of rehabilitation with and without asphalt concrete (AC) overlays. This report documents the first comprehensive review and evaluation of the SPS-6 experiment. Fourteen SPS-6 projects have been constructed. At each site, there are eight core sections plus various numbers of supplemental sections. Data availability and completeness for the SPS-6 experiment are good overall. In general, most of the data are at the releasable level E status. However, some data, such as traffic, climatic, and materials data, are not yet available in the Information Management System (IMS) database. These deficiencies need to be addressed before a comprehensive analysis of the SPS-6 experiment is conducted. The required experimental design factors were compared with the actual constructed values. This includes both the site condition factors and the pavement design features. Most SPS-6 sections follow the experimental design for the great majority of the design factors. Three of the 14 sites are still relatively new and, therefore, do not have much data available at this time. It is believed that the information has been collected and is in the process of being entered into the IMS database. This evaluation has shown that several significant problems clearly limit the results that can be obtained from the SPS-6 experiment. Specifically, no SPS-6 projects were built in certain climatic regions. Some SPS-6 sites have construction deviations, and significant materials data and traffic data are missing from other sites or sections. However, even though the SPS-6 sections are relatively young, some interesting and important early trends have already been identified that will be useful to the rehabilitation of jointed portland cement concrete pavements. As time and traffic loadings accumulate, much more valuable performance data will be obtained. It is believed that even more results can be obtained if a concerted effort is made to obtain missing data (materials, traffic, climate, and monitoring) and to perform proper analyses of the data. Specific recommendations for further analyses are included. KW - Bituminous overlays KW - Climatic regions KW - Concrete pavements KW - Evaluation and assessment KW - Long-Term Pavement Performance Program KW - Missing data KW - Pavement conditions KW - Recommendations KW - Rehabilitation (Maintenance) KW - Specific Pavement Studies (LTPP) KW - SPS-6 UR - http://ntl.bts.gov/lib/30000/30100/30105/01169.pdf UR - https://trid.trb.org/view/782987 ER - TY - RPRT AN - 01025517 AU - Chavez, Eric AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Review of F and t Test Results 2000 Through 2004 PY - 2005/10//Final Report SP - 35p AB - The Colorado Department of Transportation (CDOT) uses the F test and t test to determine if two sets of test data are from the same population. The comparison is usually between the Contractor's quality control tests and the Department's verification tests. The F test and t test are calculated in accordance with standard statistical procedures to make the comparisons. The F test analyzes the differences in the standard deviations of the data sets. The t test analyzes differences in the means of the data sets. Starting in 1988 the first projects were awarded under pilot specifications which contained the requirement for F and t test analysis. Analysis was conducted between the Contractor's and the Department's flexural strength tests on these first projects. The specification was released as a standard specification on February 11, 2000 titled: Revision of Sections 105, 106, and 412, Quality of Portland Cement Concrete Pavement (Alternative Strength Criteria). This report analyzes the F and t test results from 2000 through 2004. Eight of the projects evaluated in this report contain the alternative strength specification. Two projects included in this report contained modified specifications: ten year warranty PCCP and ten year warranty HMA. Analysis on ten projects is included in this report. On two of the projects the F and t test analysis was designated as being for informational purposes only by the engineer. Irregardless of the outcome of the F and t tests, the Contractor's test results were used on one of these projects. CDOT's test results were used on the other. On both of these projects the F and t test passed on all processes. Of the ten projects evaluated five passed both tests on all processes. Three projects had at least one failing test in the t test. Two projects failed both tests on all processes. Twenty-two processes were established for the material being evaluated. The F tests passed in all but two of the processes. The variation of the data between the Contractor and the Department was within allowable differences 91% of the time. The t test failed on 7 of the processes, 32% of the time. There was a consistent difference between the two sets of test results on these processes. CDOT's test results were used instead of the Contractor's for the calculation of incentive/disincentive payments (I/DPs) on four processes because of failing F and t test results. KW - Analysis of variance KW - Concrete pavements KW - Contractors KW - F test KW - Flexural strength KW - Hot mix asphalt KW - Incentives KW - Mean (Statistics) KW - Payment KW - Portland cement concrete KW - Quality assurance KW - Quality control KW - Reviews KW - Sets KW - Specifications KW - Standard deviation KW - T test KW - Warranty UR - http://www.dot.state.co.us/Publications/PDFFiles/fttests.pdf UR - https://trid.trb.org/view/782533 ER - TY - RPRT AN - 01025310 AU - Smith, Daniel J AU - Yin, Xinge AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Waterborne Traffic Paint and Bead Combination 4th Generation PY - 2005/10//Final Report SP - 52p AB - The project analyzed the properties and durability of different bead and waterborne paint combinations placed on controlled test sections and Missouri Department of Transportation (MoDOT) district roadways. The waterborne paint and beads studied were 2nd generation and 4th generation resins and type 1 (small) and L (large) glass beads, respectively. MoDOT is recommending the use of 4th generation resin white and yellow paint with PM beads on all minor and some major roadways. Due to previous studies, PM beads, sized between type 1 and L beads, will be used on all future MoDOT striping. The 2nd and 4th generation resin white paint performed similarly on the minor roadways. A 17-mils of 2nd generation resin white paint with 10 lb of PM beads is recommended to be studied to verify if 2nd generation resin white paint could provide 2 years of life for the minor roadways. If the 2nd generation resin white paint and PM beads system can provide a 2-year life, MoDOT could save over $1,000,000 every other year. The 4th generation resin yellow paint showed that roadways below 400 AADT provided retroreflectivity level of 125 mcd for 2 winter seasons. MoDOT has over 15,000 miles of striping on the 400 AADT roadways and if the stripe could survive three years MoDOT could have cost savings between $2,500,000 and $5,000,000 over a 6-year period. MoDOT is recommended to collect a history of retroreflectivity on other districts to verify the 2-year and 3-year life on the 400 AADT roadways. MoDOT should study increasing the proposed yellow bead and paint combination to provide 2-year life on MoDOT's 10,000 miles of striping on roadways ranging from 401-1000 AADT. The district should place a white and yellow line with a minimum initial retroreflectivity reading of 350 mcd and 225 mcd to obtain 2 years of service life, respectively. The project provided retroreflectivity levels when districts should re-stripe the lines at levels 200 mcd for white lines and 175 mcd for yellow lines after one year of life. MoDOT should collect a history of readings from other districts to verify the initial and 1st year retroreflectivity levels. Central Office Traffic Division shall continue providing support to reduce the amount of re-striping. Over $700,000 per year of re-striping costs are due to unplanned maintenance work, location mistakes by the stripers, and striping over adequate lines because they are not as bright as freshly painted failed lines. The wet-night accident rates did not show that large beads would reduce wet-night accidents compared to small beads. KW - Cost savings KW - Costs KW - Crash rates KW - Durability tests KW - Glass beads KW - Missouri KW - Night KW - Retroreflectivity KW - Service life KW - Striping materials KW - Test sections KW - Traffic paint KW - Water based paint KW - Wet weather UR - http://library.modot.mo.gov/RDT/reports/Pd01021/or06011.pdf UR - https://trid.trb.org/view/782593 ER - TY - RPRT AN - 01023893 AU - Kuhn, Beverly AU - Goodin, Ginger AU - Ballard, Andrew AU - Brewer, Marcus AU - Brydia, Robert AU - Carson, Jodi AU - Chrysler, Susan AU - Collier, Tina AU - Fitzpatrick, Kay AU - Jasek, Deborah L AU - Toycen, Casey AU - Ullman, Gerald L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Managed Lanes Handbook PY - 2005/10//Handbook SP - 512p AB - Texas cities are currently considering the managed lane concept for major freeway projects. As a new concept of operating freeways in a flexible and possibly dynamic manner, the managed lane concept has a limited experience base, thereby creating a knowledge vacuum in emerging key areas that are critical for effective implementation. Complicating the effort is the rapid progress of several freeway improvement projects in Texas in which managed lane operations are proposed. The operational experience both in Texas and nationally for managed lanes is minimal, particularly for extensive freeway reconstruction projects. The managed lane projects currently in existence involve retrofits of existing freeway sections within highly fixed access, geometric, and operational configurations, and established eligibility considerations. There are few projects in operation from which to draw experiential data on the implementation of managed lane freeway sections with complex or multiple operational strategies, including variations in eligible vehicle user groups by time of day. The "Managed Lanes Handbook" was developed for the Texas Department of Transportation (TxDOT) to help the staff make informed planning, design, and operational decisions when considering managed lanes facilities for its jurisdiction. This document presents the critical research results obtained over the five years of the related research project. The research is presented in a usable format, providing a clear, concise, and step-wise approach to planning, designing, operating, and enforcing a managed lanes facility. It also refers the user to other pertinent documents that provide additional detailed information on various aspects of managed lanes. KW - Freeways KW - Handbooks KW - Highway design KW - Highway operations KW - Highway planning KW - Managed lanes KW - Plan implementation KW - Retrofitting KW - Texas UR - https://trid.trb.org/view/781310 ER - TY - RPRT AN - 01023442 AU - Staples, Barbara L AU - Mitretek Systems AU - Federal Highway Administration TI - Working Paper National Costs of the Metropolitan ITS Infrastructure: Updated with 2004 Deployment Data, 4th Revision PY - 2005/10//Working Paper, 4th Revision SP - 21p AB - The purpose of this report is to update the estimates of the costs remaining to deploy Intelligent Transportation Systems (ITS) infrastructure elements in the 75 largest metropolitan areas in the United States. Updates to this working paper coincide with the results from tracking the deployment of the integrated ITS infrastructure in the United States. To date, deployment tracking results are available for 1997, 1999, 2000, 2002, and 2004. The initial version of the working paper (dated September 1999) was written to update the FHWA 1995 cost estimate and to develop estimates of the investments that must still be made using the 1997 deployment tracking results. Deployment tracking results from 1999, 2000, and 2002 were incorporated into the first, second, and third revisions of this paper (dated August 2000, July 2001, and October 2003, respectively) with the majority of the updates contained within the addendum to the original document. With the 2004 deployment tracking data now available, the national deployment cost estimate can be updated again. However, for this iteration the new cost estimate is documented as a standalone report. Details on the methodology for developing estimates, and how costs and quantities were derived can be found in previous versions of the working paper. The results show that progress is being made toward deployment of ITS infrastructure elements. Approximately 32.6% of the needed capital costs, or $192 million has been expended per large metropolitan area through 2004. This value represents an additional 17.9% increase from the 1997 expenditures of 14.7%. The total national capital cost expended for the 75 largest metropolitan areas is $14.4 billion. The total national capital cost/investment remaining is $29.8 billion. KW - Capital costs KW - Cost estimating KW - Costs KW - Deployment KW - Expenditures KW - Infrastructure KW - Intelligent transportation systems KW - Investments KW - Metropolitan areas KW - United States UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14254.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14254_files/14254.pdf UR - https://trid.trb.org/view/778858 ER - TY - RPRT AN - 01022924 AU - Tuan, Christopher Y AU - Kelly, Michael T AU - Buss, Mark E AU - University of Nebraska, Omaha AU - U.S. Army Corps of Engineers Omaha District AU - Federal Highway Administration TI - Evaluation of the Use of Lithium Compounds in Controlling Alkali-Silica Reactivity in Concrete Pavement PY - 2005/10//Final Report SP - 108p AB - Presented herein are findings from a three-year field trial in which lithium nitrate was applied on an existing concrete pavement in Norfolk, Nebraska, in the attempt to arrest on-going alkali-silica reaction (ASR) distress. Various destructive and non-destructive means were utilized to measure the effectiveness of the lithium treatments. Concrete cylinders were cored for petrographic examination and split-tension testing. Powder samples were taken to determine lithium content. Nondestructive evaluations included using crack mapping, a Schmidt hammer, a velocity ("V") meter, and an impact echo apparatus. The results to date have not shown definite benefits of the lithium material in arresting the ASR process; however, the observed lithium penetration by gravity soaking has been very limited. Presumably the pavement has not reached the deterioration state for optimal permeability for penetration of the lithium material. Other application techniques on hardened concrete such as surface pressurization and vaccuum impregnation have been investigated to a limited extent as an alternate method to gravity soaking. The surface pressurization technique has shown promising results in so far as achieving higher lithium contents. Effort is now needed in achieving higher lithium contents on a larger scale so that a more realistic evaluation of the effects of the lithium can be performed. KW - Alkali silica reactions KW - Block cracking KW - Concrete cylinders KW - Concrete pavements KW - Effectiveness KW - Evaluation KW - Field studies KW - gravity soaking KW - Impact echo tests KW - Lithium compounds KW - Nebraska KW - Nondestructive tests KW - Pavement distress KW - Pavement performance KW - Petrography KW - Powders KW - Pressurization KW - Samples KW - Schmidt hammer KW - Surface course (Pavements) KW - Testing KW - vacuum impregnation KW - Velocimeters UR - http://nlc1.nlc.state.ne.us/epubs/R6000/B264.0001-2005.pdf UR - https://trid.trb.org/view/775801 ER - TY - RPRT AN - 01022809 AU - Quiroga, Cesar AU - Hamad, Khaled AU - Park, Eun Sug AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Incident Evaluation Procedures and Implementation Requirements PY - 2005/10//Technical Report SP - 36p AB - Project 0-4745 developed a geographic information system (GIS)-based approach for the determination of patterns in the spatial and temporal distribution of incidents along freeway corridors. The research documented incident detection and data archival at several transportation management centers (TMCs) in Texas, a process to develop a data model and geodatabase of intelligent transportation system (ITS) equipment and archived ITS data, and a process to determine patterns in the spatial and temporal distribution of freeway incidents. This report contains products 0-4745-P3 (which includes detailed incident evaluation procedures) and 0-4745-P4 (which addresses process definitions and implementation recommendations) that were developed during the second phase of research project 0-4745. KW - Data banks KW - Data model KW - Evaluation KW - Freeways KW - Geographic information systems KW - Geospatial databases KW - Highway corridors KW - Implementation KW - Incident detection KW - Intelligent transportation systems KW - Procedures KW - Recommendations KW - Requirements KW - Spatial-temporal patterns KW - Texas KW - Traffic control centers UR - https://trid.trb.org/view/775660 ER - TY - RPRT AN - 01022691 AU - Hawkins, H Gene AU - Garg, Roma AU - Carlson, Paul J AU - Holick, Andrew J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Traffic Control Devices: Second Year Activities PY - 2005/10//Technical Report SP - 134p AB - This project was established to provide a means of conducting limited scope evaluations of numerous traffic control device issues. During the second year of the project, researchers completed assessments of three issues: an extinguishable Left Turn Yield sign, a red border Speed Limit sign, and dew-resistant sheeting. For the extinguishable Left Turn Yield sign, researchers evaluated the impacts of the sign on traffic conflicts and events at one site and evaluated the impact on crashes at the same site. For the red border Speed Limit sign, researchers evaluated the short-term impacts of a redesigned sign at four sites and the long-term impacts of adding a red border at three sites that were also evaluated in the first year. The short-term evaluation also included an assessment of the impacts of the sheeting type on the sign. The evaluations consisted of comparisons of before and after speed measurements. For the dew-resistant sheeting evaluation, researchers installed a sign fabricated from standard sheeting and from prototype dew-resistant sheeting and monitored the sign’s performance in dew conditions with an automated camera that recorded images at regular intervals throughout the night. The results showed positive benefits for all three evaluations. Researchers recommend use of the extinguishable Left Turn Yield sign at signalized locations with high left-turn crash rates. Researchers recommend the red border be added to the standard Speed Limit sign at locations where the speed limit decreases at the approach to a city or town and there is a need to provide additional emphasis on the reduced speed limit. The dew-resistant sheeting is a prototype material and is not currently available for widespread use. Field evaluations should be conducted before it is implemented on a widespread basis. KW - Before and after studies KW - Cameras KW - Dew KW - Evaluation and assessment KW - Impact studies KW - Left turn yield sign KW - Prototypes KW - Red border (Signs) KW - Sign sheeting KW - Signalized intersections KW - Speed measurement KW - Speed signs KW - Traffic conflicts KW - Traffic control KW - Traffic control devices KW - Traffic crashes UR - https://trid.trb.org/view/778692 ER - TY - RPRT AN - 01022663 AU - Masad, Eyad A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Aggregate Imaging System (AIMS): Basics and Applications PY - 2005/10//Implementation Report SP - 58p AB - This report summarizes the design, basic operations, and analysis methods used in the Aggregate Imaging System (AIMS). The system is designed to analyze the form, angularity, and texture of coarse aggregates and the angularity and form of fine aggregates. Aggregates sizes from 37.5 mm to 150 mm can be analyzed using this system. In addition, the report summarizes the statistical-based methodology used in AIMS for the analysis and classification of aggregate shape. This methodology offers several advantages over current methods used in the practice. It is based on the distribution of shape characteristics in an aggregate sample rather than average indices of these characteristics. The coarse aggregate form is determined based on three-dimensional analysis of particles, which allows distinguishing between flat, elongated, or flat and elongated particles. The fundamental gradient and wavelet methods are used to quantify angularity and surface texture, respectively. The classification methodology can be used for the evaluation of the effects of different processes such as crushing techniques and blending on aggregate shape distribution. It also lends itself for the development of aggregate specifications based on the distribution of shape characteristics. KW - Aggregate imaging system KW - Aggregate shape KW - Aggregate shape distribution KW - Aggregate size KW - Aggregates KW - Angularity KW - Blending KW - Coarse aggregates KW - Crushing KW - Fine aggregates KW - Gradient method KW - Specifications KW - Statistical analysis KW - Texture KW - Three dimensional analysis KW - Wavelets UR - https://trid.trb.org/view/778723 ER - TY - RPRT AN - 01019963 AU - Cambridge Systematics, Incorporated AU - Battelle Memorial Institute AU - Federal Highway Administration TI - An Initial Assessment of Freight Bottlenecks on Highways PY - 2005/10 SP - 125p AB - The nation is entering the early stages of a freight transportation capacity crisis. The last several decades have witnessed steady growth in the demand for freight transportation in the United States, driven by economic expansion and global trade. But freight transportation capacity, especially highway capacity, is expanding too slowly to keep up with demand. The effects of growing demand and limited capacity are felt as congestion, upward pressure on freight transportation prices, and less reliable trip times as freight carriers struggle to meet delivery windows. Freight congestion problems are most apparent at bottlenecks on highways: specific physical locations on highways that routinely experience recurring congestion and traffic backups because traffic volumes exceed highway capacity. Bottlenecks are estimated to account for about 40% of vehicle hours of delay. The balance—about 60% of delay—is estimated to be caused by nonrecurring congestion, the result of transitory events such as construction work zones, crashes, breakdowns, extreme weather conditions, and suboptimal traffic controls. This paper focuses on bottlenecks that cause recurring congestion. Bottlenecks on highways that serve high volumes of trucks are “freight bottlenecks.” They are found on highways serving major international gateways like the Ports of Los Angeles and Long Beach, at major domestic freight hubs like Chicago, and in major urban areas where transcontinental freight lanes intersect congested urban freight routes. This white paper is an initial effort to identify and quantify, on a national basis, highway bottlenecks that delay trucks and increase costs to businesses and consumers. The paper is the first to look specifically at the impacts and costs of highway bottlenecks on truck freight shipments. KW - Bottlenecks KW - Costs KW - Economic growth KW - Freight traffic KW - Freight transportation KW - Gateways KW - Highway capacity KW - Highways KW - Hubs KW - Impacts KW - Nonrecurrent congestion KW - Traffic congestion KW - Traffic delays KW - Traffic volume KW - Truck traffic KW - Urban areas UR - http://www.fhwa.dot.gov/policy/otps/bottlenecks/bottlenecks.pdf UR - http://ntl.bts.gov/lib/56000/56700/56757/PB20071003841.pdf UR - https://trid.trb.org/view/775713 ER - TY - RPRT AN - 01019654 AU - Roberts, Craig A AU - Brown-Esplain, Jamie AU - Northern Arizona University, Flagstaff AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Congestion Mitigation at Railroad-Highway At-Grade Crossings PY - 2005/10//Final Report SP - 104p AB - Rapid population growth in Arizona has created several large residential areas that rely on the State highways to provide their primary, daily commuting route. When these commuter routes cross an at-grade railroad crossing, a train passing during peak traffic hours often causes severe congestion. State resources are inadequate to provide flyovers for all of these train crossings and their numbers are forecast to increase. The safety and congestion problems arising from these commuter at-grade crossings are the focus of this research. A study site was selected, train and traffic data were collected, a microscopic traffic simulation model was prepared, and an Early Warning System (EWS) algorithm was developed. The EWS algorithm gives "extra" green time to (train) conflicting traffic movements before the train arrives, taking the time from the other movements. Five cases were studied, each having two to six scenarios. Four major variables were studied: (1) crossing gates down time, (2) length of time the measures-of-effectiveness (MOEs) were collected, (3) conflicting movements traffic volumes, and (4) predicted arrival time error. The EWS algorithm was also successfully programmed into a National Electrical Manufacturers Association (NEMA) controller using Hardware-in-the-Loop to couple it to the simulation model. Four generalizations are tentatively supported by the results but additional site studies are required for verification. First, the complex dynamic interplay of geometrics and train and traffic volumes makes the EWS effectiveness highly site dependent. Second, there must be enough pre-train vehicles present on conflicting movements that derive delay improvement to overcome the increase in delay to the other movements. Third, for safety reasons, an increase in overall intersection delay caused by the EWS may be justified to reduce long queues from backing-up into other intersections or onto freeways. Fourth, rather than control signal timing, the EWS may be used to reduce congestion by alerting drivers with a dynamic message sign (DMS) of a train's imminent arrival so they can take alternate routes. While the EWS was ineffective for the study site, the results may have been confounded by insufficient pre-train queue sizes and lack of a single dominant commuter movement (the study site had strong cross flows). A follow-up study is recommended at a site with more favorable geometry and traffic volumes. KW - Algorithms KW - Arizona KW - Congestion management systems KW - Gates KW - Geometric configurations and shapes KW - Grade crossing protection systems KW - Measures of effectiveness KW - Microscopic traffic flow KW - Peak hour traffic KW - Railroad grade crossings KW - Railroad trains KW - Signalized intersections KW - Time KW - Traffic conflicts KW - Traffic congestion KW - Traffic signal preemption KW - Traffic simulation KW - Traffic volume KW - Variable message signs UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ557.pdf UR - https://trid.trb.org/view/772599 ER - TY - RPRT AN - 01019653 AU - Abbas, Montasir AU - Chaudhary, Nadeem AU - Pesti, Geza AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Site Selection and Preliminary Data Collection for Traffic Responsive Control on TxDOT Closed-Loop Systems PY - 2005/10//Implementation Report SP - 16p AB - Texas Department of Transportation (TxDOT) research project 0-4421 "A Simplified Approach for Selecting Optimal Traffic Responsive Control Parameters" developed a novel scientific and computationally based procedure and guidelines for operating coordinated systems with traffic responsive plan selection (TRPS) mode. Since its development in the 1970s, TRPS mode remained an underutilized resource due to the complexity of its configuration. Numerous parameters (i.e., detector weights, thresholds, timing plan look-up tables, TRPS timing plans, etc.) had to be set up correctly for the system to work as intended. As a result, traffic engineers have typically preferred to use the time of day mode of operation for its ease of setup. This project will implement the guidelines developed in research project 0-4421 and document a before and after comparison summary for five locations in Texas. Locations are to be chosen to represent a wide range of traffic and/or arterial configurations. This progress report documents the efforts thus far for fiscal year 2005. KW - Arterial highways KW - Before and after studies KW - Data collection KW - Feedback control KW - Highway traffic control KW - Location KW - State departments of transportation KW - Texas KW - Traffic actuated controllers KW - Traffic signal control systems KW - Traffic signal timing UR - https://trid.trb.org/view/772597 ER - TY - RPRT AN - 01019586 AU - Finley, Melisa D AU - Miles, Jeffrey David AU - Carlson, Paul J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - An Assessment of Various Rumble Strip Designs and Pavement Marking Applications for Crosswalks and Work Zones PY - 2005/10//Technical Report SP - 158p AB - Traffic control devices applied to the pavement can provide a significant amount of information for the driver. The objective of this research was to assess the effectiveness of various pavement marking materials, devices, and treatments that have potential to increase driver awareness and safety. The following pavement marking materials, devices, and treatments were investigated as part of this research project: (1) yellow-green crosswalk material, (2) in-roadway warning lights, (3) fluorescent orange retroreflective raised pavement markers, (4) "removable" pavement marking paint, and (5) rumble strips. This report includes recommendations for the application of in-roadway warning lights and rumble strips. Further research is needed on the yellow-green crosswalk material, fluorescent orange retroreflective raised pavement markers, and the "removable" pavement marking paint before application guidelines can be developed. KW - Awareness KW - Crosswalks KW - Drivers KW - Raised road markings KW - Research KW - Retroreflectivity KW - Road marking materials KW - Road markings KW - Rumble strips KW - Traffic control devices KW - Traffic safety KW - Warning devices KW - Work zone traffic control KW - Yellow green UR - https://trid.trb.org/view/775691 ER - TY - RPRT AN - 01019583 AU - Brewer, Marcus A AU - Pesti, Geza AU - Schneider, William H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Identification and Testing of Measures to Improve Work Zone Speed Limit Compliance PY - 2005/10//Technical Report SP - 214p AB - Thousands of crashes occur in work zones each year, leading to numerous fatalities and injuries. A sizeable portion of these crashes can be attributed to excessive speed, which emphasizes the need to motivate drivers to comply with speed limits in work zones. Motivating drivers to comply with traffic regulations is an extremely important yet challenging task in reducing the potential for conflicts and is critical to the safety of both motorists and workers. This research project was conducted to determine effective measures to motivate and encourage drivers to observe posted speed limits in work zones. Findings from literature and a survey of Department of Transportation (DOT) personnel indicate that a wide variety of methods have been tested to improve compliance. Methods for establishing work zone speed limits differ from state to state. Survey respondents widely regarded enforcement as the most effective treatment, but desired other effective methods to reduce costs and improve worker and officer safety. Three devices were tested in this project: speed display trailer, changeable message sign with radar, and orange-border speed limit sign. Results indicate that devices with the ability to display drivers’ speeds have a noticeable effect on improving compliance. Orange borders greatly improve the visibility and conspicuity of speed limit signs, but they do not have a consistent measurable effect on compliance. In the absence of active enforcement, data from this project indicate that drivers are likely to drive as fast as they feel comfortable regardless of the posted speed limit. KW - Compliance KW - Crashes KW - Drivers KW - Fatalities KW - Injuries KW - Literature reviews KW - Motivation KW - Orange KW - Radar KW - Speed display signs KW - Speed indicators KW - Speed limits KW - Speed signs KW - Speeding KW - Surveys KW - Testing KW - Traffic law enforcement KW - Traffic regulations KW - Traffic safety KW - Variable message signs KW - Visibility KW - Work zone safety KW - Work zone traffic control UR - https://trid.trb.org/view/775710 ER - TY - RPRT AN - 01019581 AU - Quiroga, Cesar AU - Hamad, Khaled AU - Park, Eun Sug AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Incident Detection Optimization and Data Quality Control PY - 2005/10//Technical Report SP - 84p AB - Project 0-4745 developed a geographic information system (GIS)-based approach for the determination of patterns in the spatial and temporal distribution of incidents along freeway corridors. The research documented incident detection and data archival at several transportation management centers (TMCs) in Texas, a process to develop a data model and geodatabase of intelligent transportation system (ITS) equipment and archived ITS data, and a process to determine patterns in the spatial and temporal distribution of freeway incidents. This report describes the procedures and activities completed during the second phase of the project. The analysis included an evaluation of incident detection procedures at a sample TMC (TransGuide) and an assessment of the feasibility to modify/calibrate alarm threshold values to help optimize incident detection practices at that TMC. The research involved the use of two performance measures (detection rate and false alarm rate) and the development of a prototype offline tool to evaluate automatic incident detection algorithm performance. The analysis also included an evaluation of archived loop detector data completeness and quality control. KW - Algorithms KW - Automatic incident detection KW - Data banks KW - Data model KW - Data quality KW - Evaluation and assessment KW - Freeways KW - Geographic information systems KW - Incident detection KW - Intelligent transportation systems KW - Loop detectors KW - Optimization KW - Performance measurement KW - Prototypes KW - Quality control KW - Spatial-temporal patterns KW - Texas KW - Traffic control centers UR - https://trid.trb.org/view/775690 ER - TY - RPRT AN - 01019119 AU - Rumpca, Anselem H AU - Clay, Dan AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Verify Certain ITE Trip Generation Rate Applications in South Dakota PY - 2005/10//Final Report SP - 40p AB - This report presents the findings and recommendations on the Verification of Certain Institute of Transportation Engineers (ITE) Trip Generation Rate Applications in South Dakota. The project reviewed six Discount Superstores, two Home Improvement Stores, and one Grocery Store, to determine if the trip generation rates and projected traffic met or exceeded the traffic projections documented in Traffic Impact Studies. Prior to the completion of this study, South Dakota Department of Transportation (SDDOT) Traffic Engineers often relied upon the ITE Trip Generation Manual to determine projected traffic impacts for development of new businesses in South Dakota. The SDDOT needed to verify if the ITE Trip Generation rates for major traffic generating businesses accurately reflected the rates found in rural areas such as South Dakota. Traffic count information and trip generation rates were calculated for each site and compared to the traffic impact studies and the ITE Trip Generation Manual. The signalized intersections reviewed in the various communities as a part of this research project all met at least one MUTCD traffic signal warrant and provided increased safety and convenience for the traveling public. These studies verified that the traffic signal recommendations were all based on sound traffic engineering judgment. The trip generation rates for all land uses identified in the traffic impact studies and ITE manual were consistently low for all but two locations. Four Discount Superstores and both Home Improvement Stores had trip generation rates that exceeded the recommended rates found in the ITE manual. The Pierre, South Dakota Super Wal-Mart exhibited the highest trip generation rate which was 59.7% higher than the ITE rate during the average weekday AM peak hour, and 57.5% higher during the PM peak hour. The average weekday 24 hour rate was 54% higher than the ITE rate. The city of Pierre is located in a relatively rural part of the state but serves a large economic trade area with limited discount shopping opportunities. KW - Businesses KW - Highway safety KW - Impact studies KW - Institute of Transportation Engineers KW - Judgment (Human characteristics) KW - Land use KW - Manual on Uniform Traffic Control Devices KW - Peak hour traffic KW - Pierre (South Dakota) KW - Recommendations KW - Rural areas KW - Shopping centers KW - Shopping trips KW - Signalized intersections KW - South Dakota KW - Traffic counts KW - Traffic engineering KW - Traffic estimation KW - Traffic forecasting KW - Travelers KW - Trip generation KW - Trip rates KW - Verification KW - Warrants (Traffic control devices) KW - Weekdays UR - http://www.sddot.com/business/research/projects/docs/TripGenAppendix.pdf UR - http://www.sddot.com/business/research/projects/docs/TripGenFinalReport.pdf UR - https://trid.trb.org/view/771811 ER - TY - RPRT AN - 01019094 AU - Gassman, Sarah L AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Specifications for Culvert Pipe used in SCDOT Highway Applications PY - 2005/10 SP - 85p AB - This report presents the findings from a study undertaken to improve the field performance and service life of reinforced concrete, aluminum alloy and high density polyethylene culvert pipe used in South Carolina Department of Transportation (SCDOT) roadway applications. The work resulted in the development of a "SCDOT Culvert Pipe Selection Guide" which provides a step by step procedure for selecting pipe materials for specific applications. The criteria for pipe selection include durability, hydraulic capacity, structural capacity, service life, compatibility of pipe material to site conditions and life cycle costs. Guidance is provided on the recommended practices for proper design, installation and quality control/quality assurance for product approval and field inspection of delivered pipe and installation procedures. Recommendations were made to modify the SCDOT Standard Specifications for Highway Construction and other SCDOT documents to properly address the design, installation and inspection of culvert pipe. The final product of this work was the development of a training course to educate SCDOT personnel on the proper design, installation, maintenance, and quality control/quality assurance of culvert pipe used in roadway applications. KW - Aluminum alloys KW - Compatibility (Materials) KW - Culvert pipe KW - Design KW - Durability KW - Field performance KW - High density KW - Highways KW - Hydraulic capacity KW - Inspection KW - Installation KW - Life cycle costing KW - Maintenance KW - Materials selection KW - Personnel KW - Polyethylene pipe KW - Procedures KW - Quality assurance KW - Quality control KW - Recommendations KW - Reinforced concrete KW - Service life KW - Site (Of work) KW - South Carolina KW - Specifications KW - Structural capacity KW - Training UR - https://trid.trb.org/view/771729 ER - TY - RPRT AN - 01014842 AU - Ping, W V AU - Liu, Juan AU - Yang, Zenghai AU - FAMU-FSU College of Engineering AU - Florida Department of Transportation AU - Federal Highway Administration TI - Constructability of Stabilized Subgrade Layer Under High Groundwater Table PY - 2005/10//Final Report SP - v.p. AB - This research consists of a laboratory experimental program and a field experimental program to determine the minimum separation required between the bottom of subgrade and the groundwater table for adequate compaction of the subgrade layer. Two full-scale test pits and two field sites were used to simulate the field conditions in highway construction. Various soil types (both the embankment and subgrade materials) were investigated and both static and dynamic compacting methods were studied in the research. Water levels in the test pits were set to different levels to simulate various groundwater table levels. At the field sites, subgrade elevations were varied in relation to existing groundwater table to achieve targeted water levels. The experimental programs were conducted to evaluate whether or not the subgrade layers could be constructed according to specifications under various levels of groundwater table. The experimental results indicated that constructability of the subgrade soils used by this study was not a problem by either static or dynamic compaction where the groundwater table was about 18 to 24 in. below the subgrade-embankment interface. Static compaction would be preferred for compacting subgrade layers in this study. KW - Constructability KW - Field tests KW - Groundwater KW - Laboratory tests KW - Road construction KW - Soil compaction KW - Subgrade (Pavements) KW - Water table UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC352_07_rpt.pdf UR - https://trid.trb.org/view/768716 ER - TY - RPRT AN - 01014872 AU - Ward, Beverly G AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - Measuring the Effectiveness of Community Impact Assessment: Recommended Core Measures PY - 2005/10//Final Report SP - 113p AB - For more than a decade, transportation agencies have refocused efforts to involve communities when considering transportation actions in order to assess the social impacts of the proposed actions. These efforts have included greater public involvement, training, and other guidance for transportation professionals; and the compilation of a number of techniques and tools commonly identified as the community impact assessment (CIA) process. Considerable resources have been directed toward these efforts. The enactment of the Transportation Equity Act for the 21st Century (TEA-21) mandated a more streamlined process for consideration of environmental impacts while assuring inclusion of the public, particularly traditionally underserved subgroups of the population, in the decisionmaking process. The need exists to examine from multiple perspectives whether CIA is an effective process and how it can be improved to meet regulatory requirements and improve the quality of life. The Florida Department of Transportation (FDOT), particularly the Environmental Management Office (EMO), is a nationally recognized leader in developing and implementing programs and tools to effectively work with communities. The EMO, through the FDOT Research Center, contracted with the University of South Florida to investigate the effectiveness of CIA. Building on past efforts, the objectives of this research included identifying effective performance measures for CIA; assessing impacts after a transportation action; and identifying methods for meaningful feedback. To meet these objectives, the researchers reviewed transportation actions in varying stages to determine how potential impacts were identified, how alternatives were identified, and whether the actions address the needs of a broad range of users. KW - Communities KW - Community impact assessment KW - Conflict management KW - Decision making KW - Environmental impacts KW - Environmental justice KW - Feedback KW - Impact studies KW - Performance measurement KW - Public participation KW - Social impacts KW - Transportation Equity Act for the 21st Century KW - Transportation planning UR - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT_BC353_28_rpt.pdf UR - https://trid.trb.org/view/768718 ER - TY - RPRT AN - 01018760 AU - Reiff, Bud AU - Gregor, Brian AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Transportation Planning Performance Measures PY - 2005/10//Final Report SP - 220p AB - Oregon transportation plans, including the statewide Oregon Transportation Plan, and current regional transportation plans for the Portland, Salem, Eugene, and Medford metropolitan areas, contain some policy areas that are not adequately addressed by performance measures. These include policies related to the following: balance and adaptability; economic vitality; safety and security; environmental justice; land use compatibility; and quality of life. This research, while acknowledging the importance of assessing current system performance, focuses on performance measures that can also employ model forecast data for evaluating future plan alternatives. To address some of the deficiencies and to better address other plan policies, this research developed and tested six performance measures. The Urban Mobility Measures and Freight Delay Costs used performance measures developed by others and extended them for use in Oregon plans. The Transportation Cost Index represents a novel approach to measuring accessibility and to address, in part, issues related to balance, environmental justice, land use compatibility, and quality of life. The Percent of Market Basket Accessible by Non-auto Modes and the Auto Dependence Index measures are designed to address issues related to automobile reliance in the Oregon Transportation Planning Rule. The Road Network Concentration Index represents a novel approach to measuring transportation system security and efficiency. Other potential performance measures were considered but dropped because current models do not generate the appropriate data. The results of testing and analysis indicate that the Urban Mobility Measures and the Freight Delay Costs could be implemented immediately in Oregon. The others could be implemented soon following further refinement. Further research is recommended into policies related to the following: balance, particularly regarding transportation investments; safety, focusing on the influence of long range planning decisions; reliability; and other aspects of economic vitality. KW - Accessibility KW - Automobile dependence KW - Cost indexes KW - Delay costs KW - Economic efficiency KW - Environmental justice KW - Future research KW - Land use KW - Mobility KW - Oregon KW - Performance measurement KW - Quality of life KW - Security KW - Transportation planning UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/PlanningPerformanceMeasures.pdf UR - https://trid.trb.org/view/772952 ER - TY - RPRT AN - 01018736 AU - Buth, C Eugene AU - Williams, William F AU - Menges, Wanda L AU - Haug, Rebecca R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Retrofit Railings for Truss Bridges PY - 2005/10//Technical Report SP - 272p AB - In 2003, there were 38 metal truss bridges 50 years of age or older remaining on the State of Texas highway system. Of these 38 bridges, 33 are listed in the National Register of Historic Places. Many of these bridges do not meet current design criteria for rehabilitation due to narrow deck widths, low vertical clearance, and substandard load capacity. In addition, the existing bridge railing systems on these bridges have not been shown to meet the current requirements for safety and strength. This project addressed the design and performance of acceptable traffic railings for existing and new truss bridges in Texas. Specific objectives were to: (1) design/develop a retrofit railing for low-speed application on the Roy B. Inks Bridge in Llano, Texas; (2) design/develop a retrofit railing for high-speed application on the U.S. 281 Bridge over the Brazos River in Palo Pinto County, Texas; (3) identify criteria that can serve as a basis for design exceptions; and design/develop a traffic railing for new truss bridges. KW - Bridge design KW - Bridge railings KW - Design criteria KW - Design exceptions KW - National Register of Historic Places KW - Performance KW - Retrofitting KW - Safety KW - Texas KW - Truss bridges UR - https://trid.trb.org/view/775150 ER - TY - RPRT AN - 01019126 AU - Ullman, Brooke R AU - Dudek, Conrad L AU - Trout, Nada D AU - Schoeneman, Sandra K AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Amber Alert, Disaster Response and Evacuation, Planned Special Events, Adverse Weather and Environmental Conditions, and Other Messages for Display on Dynamic Message Signs PY - 2005/10//Technical Report SP - 200p AB - This report provides the results of focus group studies and human factors laboratory studies to investigate issues related to America’s Missing: Broadcast Emergency Response (AMBER) alerts, disaster response and evacuation (flooding, hurricane evacuation, and terrorist attacks), planned special events, and adverse weather and environmental conditions in order to design effective messages for display on dynamic message signs (DMSs). Focus group studies were conducted in six cities in Texas to obtain driver views of the above issues and to discuss driver information needs. The results of the focus group studies were used as the basis for more extensive human factors laboratory studies that were then conducted in six cities in Texas. The laboratory studies were administered using several different methods of participant interface including laptop computer programs, maps, card selection process, and a driving environment simulator. This report contains specific findings and recommendations concerning message design issues for DMSs for each of the topic areas identified. KW - AMBER Alert KW - Disasters KW - Driver information systems KW - Evacuation KW - Floods KW - Focus groups KW - Human factors KW - Hurricanes KW - Laboratory studies KW - Messages (Communications) KW - Ozone KW - Recommendations KW - Special events KW - Terrorism KW - Texas KW - Variable message signs KW - Weather conditions UR - http://tti.tamu.edu/documents/0-4023-4.pdf UR - https://trid.trb.org/view/773000 ER - TY - RPRT AN - 01018751 AU - Najafi, Mohammad AU - Gunnick, Brett AU - Davis, George AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Preparation of Construction Specifications, Contract Documents, Field Testing, Educational Materials, and Course Offerings for Trenchless Construction PY - 2005/10//Final Report SP - 68p AB - Trenchless technology offers methods by which underground utilities may be installed without damage to overlying pavement, if proper precautions are observed. In the past ten years, repeated improvements in technology, materials, and methods have advanced faster than the guidelines and specifications for use of the technology. In addition, training in the technology for designers, engineers, and inspectors has not kept pace with developments. Field observation and testing of four different types of horizontal boring and four different pipe types installed for these borings has led to the successful development of a new performance specification for Pipe Installation by Horizontal Boring, Section 734 of the "Missouri Standard Specifications for Highway Construction." In addition, a new material specification has also been added to the Standard Specifications as a result - Section 1075 - Centrifugally-cast Fiberglass Reinforced Polymer Mortar Pipe. Observation of an actual Missouri Department of Transportation construction pipe jacking installation was followed by three separate horizontal bore installations on property of the University of Missouri-Columbia. KW - Fiberglass KW - Field tests KW - Horizontal directional drilling KW - Materials KW - Mortar KW - Pipe KW - Pipe jacking KW - Pipe laying KW - Reinforced plastics KW - Specifications KW - Trenchless technology KW - Underground utility lines UR - http://library.modot.mo.gov/RDT/reports/Ri02003/or06007.pdf UR - https://trid.trb.org/view/772902 ER - TY - RPRT AN - 01019632 AU - Grejner-Brzezinska, Dorota A AU - Toth, Charles AU - McCord, Mark AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Airborne LiDAR: A New Source of Traffic Flow Data PY - 2005/10 SP - 79p AB - Light Detection and Ranging (LiDAR) (or airborne laser scanning) systems became a dominant player in high-precision spatial data acquisition to efficiently create Digital Elevation Model/Digital Surface Model (DEM/DSM) in the late 90's. With increasing point density, new systems are now able to support object extraction, such as extracting buildings and roads, from LiDAR data. The novel concept of this project was to use LiDAR data for traffic flow estimates. In a sense, extracting vehicles over transportation corridors represents the next step in complexity by adding the temporal component to the LiDAR data feature extraction process. The facts are that vehicles are moving at highway speeds and the scanning acquisition mode of the LiDAR certainly poses a serious challenge for the data extraction process. The Ohio State University (OSU) developed method and its implementation, the I_FLOW program, have demonstrated that LiDAR data contain valuable information to support vehicle extraction, including vehicle grouping and localizations. The classification performance showed strong evidence that the major vehicle categories can be efficiently separated. The I_FLOW program is ready for deployment. KW - Data extraction KW - Digital mapping KW - Estimating KW - Feature extraction KW - Features (Spatial data) KW - Laser radar KW - Roads KW - Speed KW - Structures KW - Topography KW - Traffic flow KW - Vehicle classification KW - Vehicles UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A62863765 UR - http://ntl.bts.gov/lib/35000/35400/35498/134145-FR.pdf UR - https://trid.trb.org/view/772426 ER - TY - RPRT AN - 01015102 AU - Rose, David C AU - Dye Management Group, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Arizona Department of Transportation Project Delivery Cycle Time Analysis PY - 2005/10//Final Report SP - 36p AB - The Arizona Department of Transportation (ADOT) conducted research to quantify project delivery cycle time. The purpose of this research was to compare ADOT with other state departments of transportation. This research found that there are significant challenges in establishing measures of project delivery cycle time from data in ADOT's various information systems. These challenges limited the ability of the research to provide a meaningful comparison with other states. The principal recommendation from the study was the need to determine standardized procedures across all ADOT program areas for establishing project schedule baselines and for recording information on accomplishments and project durations. KW - Arizona Department of Transportation KW - Procedures KW - Project delivery time KW - Project management KW - Recommendations KW - Recordkeeping KW - Scheduling KW - Standardization KW - State departments of transportation UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ518.pdf UR - https://trid.trb.org/view/771577 ER - TY - RPRT AN - 01015099 AU - Collins, Brian M AU - Holtz, Robert D AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Long-Term Performance of Geotextile Separators, Bucoda Test Site--Phase III PY - 2005/10//Research Report SP - v.p. AB - This research was Phase III of field investigations carried out over 12 years at a test section in southwest Washington State in an effort to quantify the contribution of geotextile separators to the long-term performance of pavement sections. Five different geotextile separators, as well as a control (soil-only) section, were installed in a test section covering two lanes with different base course thicknesses on a low volume but heavily loaded rural highway west of Bucoda, Washington. Phase I evaluated the performance of the separators during construction. Phase II and III were conducted to evaluate the performance of the separators 5 and 12 years after construction, respectively. Field and laboratory tests were conducted on the subgrade, granular base materials, and the geotextiles as part of the effort to correlate the performance of the pavement section to the presence of the geotextile separators. Falling weight deflectometer (FWD) testing was also performed at the site as part of the effort to quantify the performance of the pavement section. The laboratory tests indicated that the geotextiles successfully performed their separation function over the 12-year period. However, the soil-only sections had a minimal amount of intermixing at the base course/subgrade interface, indicating that the separation benefits of geotextiles may not be realized under relatively thick pavement sections. The FWD tests showed that the most significant increase in the subgrade moduli occurred in the first few months following construction. However, the soil-only sections exhibited behavior similar to the sections with geotextiles during the FWD testing, suggesting that for the relatively thick pavement sections, incorporation of geotextiles may not have provided a significant contribution to the overall performance of the section over the 12-year period. Some of the FWD results did suggest that geotextiles might contribute to an increase in the base course modulus over time. KW - Base course (Pavements) KW - Bucoda (Washington) KW - Falling weight deflectometers KW - Field tests KW - Geotextiles KW - Laboratory tests KW - Modulus of resilience KW - Pavement layers KW - Pavement performance KW - Rural highways KW - Subgrade (Pavements) KW - Test sections KW - Thickness UR - http://www.wsdot.wa.gov/research/reports/fullreports/595.1.pdf UR - https://trid.trb.org/view/771543 ER - TY - RPRT AN - 01015092 AU - Roberts, Craig A AU - Brown-Esplain, Jamie AU - Northern Arizona University, Flagstaff AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Technical Evaluation of Photo Speed Enforcement for Freeways PY - 2005/10//Final Report SP - 117p AB - Extreme speeding on urban-area freeways contributes to increased crashes resulting in fatalities, property damage, and increased maintenance and public safety costs. Photo speed enforcement systems (speed cameras) that automatically sense a speeding vehicle and photograph it and its driver have proven effective at reducing speeding violations, primarily on city streets and arterials. The use of this technology on high-volume, high-speed, multi-lane freeways is technically much more challenging, and largely untested. This research investigates if the current offerings of vendors can provide a viable technical solution in this freeway environment. Twelve ideal characteristics were established that are needed for a speed camera system to operate on Phoenix, Arizona, metro-area freeways. Six vendors were interviewed. Thirteen agencies that use speed camera systems were interviewed, although none were found with sufficient freeway operating experience to provide definitive information to design a field trial. Therefore, only a conceptual field trial and accompanying test plan were developed to explore the technical aspects of potential systems. Public opinion and countermeasures on speed camera systems were researched and reported. No current vendor offering meets all of the twelve ideal characteristics that were established. Advancements in speed camera systems continue, and it is logical to predict that they can be met in the future. One new technology that shows promise is "point-to-point," which tracks average speed between two points on a roadway. This research did not address the violation processing and management activities, but noted that these must be addressed before a field trial can proceed. KW - Countermeasures KW - Freeways KW - Phoenix (Arizona) KW - Photo enforcement KW - Photo radar KW - Public opinion KW - Speed cameras KW - Speed limits KW - Speeding KW - Technological innovations KW - Technology assessment KW - Traffic law enforcement KW - Urban areas UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ596.pdf UR - https://trid.trb.org/view/771574 ER - TY - RPRT AN - 01015090 AU - Saurenman, Hugh AU - Chambers, Jim AU - Sutherland, Louis C AU - Bronsdon, Robert L AU - Forschner, Hans AU - ATS Consulting, LLC AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Atmospheric Effects Associated with Highway Noise Propagation PY - 2005/10//Final Report SP - 174p AB - The primary questions investigated in this project were: What are the atmospheric conditions in the Phoenix valley that contribute to higher than normal sound levels? Are the conditions unique to the Phoenix valley? Can the atmospheric effects be anticipated? The main components of the project were: (1) a review of literature relevant to sound propagation, (2) detailed noise measurements in a Scottsdale neighborhood along the East Loop 101 Freeway, (3) computer modeling of sound propagation under various measured and inferred atmospheric conditions, (4) noise measurements before and after installation of an asphalt rubber friction course (ARFC) on the Pima Freeway by the Arizona Department of Transportation (ADOT) Quiet Pavement Pilot Program, and (5) a pilot study investigating parametric models of tire/pavement noise. Some key conclusions are: nighttime thermal inversion conditions that are common in the Phoenix valley from October through March cause sound level increases of 5 to 8 dB at distances greater than 1/4 mi from freeways, nighttime down-slope drainage flows off the mountain ranges surrounding the Phoenix valley cause localized focusing and de-focusing of sound levels, sound level variations under inversion conditions appear to be greatest at locations that are upwind relative to the down-slope flows, the highest sound levels during the October to March period will usually occur right around sunrise when high traffic volumes coincide with strong inversion conditions, and installation of the ARFC reduces sound levels by 8 to 10 dBA both close to the roadway and at distances of 1/4 mi and greater. A final tentative conclusion is that, based on the computer modeling, there may be a rapid onset of refraction effects between about 200 and 300 m (650 to 1000 ft) from Phoenix valley roadways. KW - Asphalt rubber KW - Atmospheric effects KW - Before and after studies KW - Computer models KW - Freeways KW - Friction course KW - Literature reviews KW - Measurement KW - Phoenix (Arizona) KW - Pilot studies KW - Rolling contact KW - Sound level KW - Sound transmission KW - Traffic noise UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ555.pdf UR - https://trid.trb.org/view/771578 ER - TY - RPRT AN - 01015050 AU - Hughes, John J AU - Sypolt, Matthew AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Post-Consumer Shingles in HMA PY - 2005/10//Final Report SP - 91p AB - This research evaluated the performance of the asphalt in Post Consumer Shingles as a substitute for PG 64-22. The Superpave mixture design used in this research project used 5% by weight of pulverized Post Consumer Shingles. The asphalt in the 5% by weight post consumer shingles replaced 1.3% of the required 5.9% PG 64-22 indicated in the mixture design. KW - Asphalt KW - Asphalt mixtures KW - Hot mix asphalt KW - Mix design KW - Performance KW - Shingles KW - Superpave UR - https://trid.trb.org/view/769529 ER - TY - RPRT AN - 01015044 AU - Harder, Barbara T AU - Burkhardt, Robert E AU - Darmiento, Frank T AU - Tucker, Sandra L AU - Winter, Kenneth AU - Sillick, Susan C AU - Montana Department of Transportation AU - Federal Highway Administration TI - Research Peer Exchange PY - 2005/10//Final Report SP - 18p AB - The Montana Department of Transportation (MDT) hosted a research management peer exchange October 3-7, 2005. The objectives of the peer exchange were to: identify strengths, challenges, and opportunities for the information services component of MDT's Research Program; determine most pressing information needs of MDT staff; determine how best to meet these needs; explore potential areas of cooperation regionally and nationally to improve exchange and use of transportation information; discuss progress with the Midwest Transportation Knowledge Network, American Association of State Highway and Transportation Officials (AASHTO) sponsored Transportation Information Policy Study, Transportation Library Connectivity Pooled-Fund Study, and where to go from here; and identify useful ideas that each member of the peer exchange team can apply practically in his or her own organization. During the exchange, team members identified needs and critical information services issues experienced in their respective organizations and highlighted successful practices used to accomplish information services. The team discussed information needs with MDT staff, and collaboratively with the staff identified a number of pressing needs and considered how to best meet these needs. The team developed observations, strengths, and opportunities for the Montana Department of Transportation. In addition, each team member developed planned actions for their programs. KW - Information needs KW - Information services KW - Montana Department of Transportation KW - Peer exchange KW - Peer groups KW - Research management KW - State departments of transportation UR - http://ntl.bts.gov/lib/48000/48400/48425/Montana_2005_report_1_.pdf UR - https://trid.trb.org/view/769526 ER - TY - RPRT AN - 01015091 AU - Foyt, George AU - Connecticut Academy of Science and Engineering AU - Connecticut Department of Transportation AU - CTTransit AU - Federal Highway Administration TI - Demonstration and Evaluation of Hybrid Diesel-Electric Transit Buses PY - 2005/10//Final Report SP - 52p AB - The project goal was to identify the next generation of transit vehicles for future fleet replacement that are cost effective, reliable, produce fewer emissions, and have improved fuel economy compared to the standard heavy-duty diesel powered bus. Data were collected to produce an estimated life-cycle cost analysis, emissions information, mileage, fuel economy, power production, brake pad wear, and maintenance and repair costs. Bus operator and customer surveys were also performed. The 18 month project data collection effort was completed on December 31, 2004. The results found the hybrid buses to be very reliable and to achieve 10% better fuel economy than their comparable diesel buses. All vehicle emissions in the study were essentially the same. The hybrid buses had a lower life cycle cost when the current FTA 80% purchase subsidy was considered. The hybrid buses were rated very favorably by both the bus operators and customers that rode in them. KW - Bus drivers KW - Cost effectiveness KW - Customers KW - Data collection KW - Demonstration projects KW - Diesel electric buses KW - Exhaust gases KW - Fuel conservation KW - Fuel consumption KW - Hybrid vehicles KW - Life cycle costing KW - Reliability KW - Surveys KW - Transit buses UR - http://docs.trb.org/01015091.pdf UR - https://trid.trb.org/view/771541 ER - TY - RPRT AN - 01014843 AU - Suh, K S AU - Mullins, Gray AU - Sen, Rajan AU - Winters, Danny AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - Use of FRP for Corrosion Mitigation Applications in a Marine Environment PY - 2005/10//Final Report SP - 407p AB - This report presents results of laboratory and field studies to evaluate the role of fiber reinforced polymers (FRPs) in repairing corrosion damaged piles in a marine environment. Both carbon fiber reinforced polymer (CFRP) and glass fiber reinforced polymer (GFRP) were evaluated in laboratory testing and in field demonstration studies using instrumented piles. The focal point of the laboratory study was to determine whether a FRP wrap reduced corrosion in prestressed specimens when the chloride threshold level was exceeded. Results from exposure tests under ambient and accelerated conditions convincingly showed that the FRP was effective in slowing down the corrosion rate. In both exposures, identical wrapped and unwrapped specimens were subjected to simulated tidal cycles under ambient or nominal 140 deg F temperature. For ambient exposure, the reduction in strand weight loss in newly fabricated CFRP and GFRP wrapped specimens was only 50% that in unwrapped controls. In the hot water exposure the increase in strand metal loss in unwrapped specimens initially pre-corroded to a target 25% and then exposed for nearly 2 years was 64.1% compared to 12.1% in the worst performing FRP wrapped specimen. Gravimetric and ultimate strength tests from this study also showed that the effect of the type of repair prior to wrapping was relatively unimportant. Results for full and epoxy repair were comparable. Two field demonstration projects were conducted using both dry (cofferdam) and wet wrap systems. In both studies, a significant number of piles were instrumented to allow corrosion assessment. Corrosion rate in the wrapped piles was found to be lower in comparison to unwrapped controls and CFRP had lower rates than GFRP. On-site bond tests carried out showed that the bond from one of the two wet wrap systems evaluated was comparable to that from the dry system using cofferdam construction. Overall, findings suggest that FRP wrap is a viable method for repairing corrosion-damaged piles. KW - Bond strength (Materials) KW - Carbon fibers KW - Chlorides KW - Corrosion KW - Demonstration projects KW - Fiber reinforced plastics KW - Field studies KW - Glass fiber reinforced plastics KW - Laboratory studies KW - Marine environment KW - Piles (Supports) KW - Prestressed concrete KW - Repairing KW - Wraps (Structural reinforcement) UR - https://trid.trb.org/view/767970 ER - TY - RPRT AN - 01013378 AU - Weyers, Richard E AU - Williamson, Gregory S AU - Mokarem, David W AU - Lane, Daniel S AU - Cady, Philip D AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Testing Methods to Determine Long Term Durability of Wisconsin Aggregate Resources PY - 2005/10//Final Report SP - 91p AB - The Wisconsin Department of Transportation (WisDOT) uses approximately 11,000,000 tons of aggregate per year for transportation projects. Being able to select durable aggregates for use in transportation projects is of considerable importance; if the aggregate deteriorates then the constructed facility requires premature repair, rehabilitation or replacement. Realizing the importance and also that deficiencies in the current WisDOT testing protocol may exist, it has been concluded that the durability-testing program for Wisconsin aggregates needs to be updated. It should also be noted that the use of recycled and reclaimed aggregates has increased in recent years and not all typical durability tests can be used for testing these aggregates. This project has identified recent advances in the understanding and testing of aggregate durability. An in depth literature review has been conducted and from the compiled information a laboratory testing program was developed. Selection of the tests was based upon the tests' precision, efficiency, and predictive capabilities. In the laboratory-testing phase of this project the proposed durability tests along with current WisDOT durability tests were used to evaluate the full range of Wisconsin aggregates. From the test results it was found that the WisDOT aggregate testing protocol could be reduced substantially by eliminating many of the testing requirements for aggregates that have a vacuum saturated absorption of less than 2%. Also, the addition of several tests was ruled out due to their lack of correlation with field performance records. The Micro-Deval abrasion test is recommended for inclusion in WisDOT testing protocol as a test to measure the abrasion resistance of aggregate while the Los Angeles abrasion test is better suited as a measure of aggregate strength. Additional conclusions were made based on the durability testing conducted and an overall testing protocol has been developed and is recommended for implementation by WisDOT. KW - Abrasion tests KW - Aggregates KW - Durability tests KW - Laboratory tests KW - Literature reviews KW - Recycling KW - Testing protocol KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53957/WHRP_02-03_Testing_Methods.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/02-03agdurability1.pdf UR - https://trid.trb.org/view/767903 ER - TY - RPRT AN - 01013283 AU - Choi, Jeong-Hoon AU - Chen, Roger HL AU - West Virginia University, Morgantown AU - Federal Highway Administration TI - Design of Continuously Reinforced Concrete Pavements Using Glass Fiber Reinforced Polymer Rebars PY - 2005/10//Final Report SP - 79p AB - This is Task 3: Continuously Reinforced Concrete Pavement. The corrosion resistance characteristics of glass fiber reinforced polymer (GFRP) rebars make them a promising substitute for conventional steel reinforcing rebars in continuously reinforced concrete pavements (CRCPs). Studies are conducted on the effect of using GFRP rebars as reinforcement in CRCP on concrete stress development, which is directly related to the concrete crack formation that is inevitable in CRCP. Under restrained conditions, concrete volume change because of shrinkage and temperature variations is known to cause early-age cracks in CRCP. In this study, an analytical model has been developed to simulate the shrinkage and thermal stress distributions in concrete due to the restraint provided by GFRP rebars in comparison with the stresses induced by steel rebars. The results show that the stress level in concrete is reduced with GFRP rebars because of a low Young's modulus of GFRP. In addition, the analytical model has been used to estimate concrete strain variation in reinforced concrete slabs because of changes in concrete volume, and the results were compared with the experimental observation. Finite element (FE) methods are also developed to predict the stress distribution and crack width in the GFRP-reinforced CRCP section that is subjected to the concrete volume changes under various CRCP design considerations, such as the coefficient of thermal expansion (CTE) of concrete, the friction from the pavement's subbase, and the bond-slip between concrete and reinforcement. Based on the results from the FE simulation along with the mechanistic analysis, a series of feasible designs of the GFRP-reinforced CRCP is proposed. The stress levels in the GFRP reinforcement, the crack widths, and the crack spacings of the proposed pavements are shown to be within the allowable design requirements. KW - Bond slip KW - Coefficient of thermal expansion KW - Continuously reinforced concrete pavements KW - Corrosion resistance KW - Cracking KW - Finite element method KW - Friction KW - Glass fiber reinforced plastics KW - Pavement design KW - Pavement performance KW - Polymers KW - Reinforcing bars KW - Shrinkage KW - Simulation KW - Strain (Mechanics) KW - Stresses KW - Subbase (Pavements) KW - Temperature KW - Volume changes KW - Young's modulus UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/05081/05081.pdf UR - https://trid.trb.org/view/767687 ER - TY - RPRT AN - 01013275 AU - Perera, R W AU - Kohn, S D AU - Tayabji, S AU - Soil and Materials Engineers, Incorporated AU - Construction Technology Laboratories, Incorporated AU - Federal Highway Administration TI - Achieving a High Level of Smoothness in Concrete Pavements without Sacrificing Long-Term Performance PY - 2005/10//Final Report SP - 209p AB - In a PCC pavement, it is important to achieve both a high level of smoothness during construction, as well as a satisfactory long-term performance. It is not acceptable to construct a pavement with a high initial smoothness that will give poor long-term performance. The design features and material properties of the PCC pavement should be conducive to yielding satisfactory long-term performance. Smoothness measurements for construction acceptance are usually performed shortly after paving is completed. The results from the smoothness measurements are used to judge whether the pavement has achieved the specified smoothness level. However, it is unclear whether the smoothness of a pavement measured immediately after it is paved truly reflects the initial smoothness of the pavement because the smoothness may undergo changes over the short term (e.g., within 3 months) due to curling or warping effects. This report: (1) assesses whether high initial smoothness translates into better long-term performance, (2) identifies design features and material properties in PCC pavements that can cause an initially smooth pavement to exhibit detrimental long-term performance, (3) provides guidance on materials properties, design features, and construction procedures to avoid these detrimental effects, (4) investigates how the smoothness of a PCC pavement measured immediately after construction can change over the short term (within the first 3 months), and (5) looks at data collection issues related to lightweight inertial profiles. KW - Concrete pavements KW - Data collection KW - Inertial profilers KW - Initial smoothness (Pavements) KW - Long term performance KW - Measurement KW - Mix design KW - Pavement design KW - Pavement performance KW - Paving KW - Portland cement concrete KW - Procedures KW - Properties of materials KW - Smoothness UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/05068/ UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/05068/05068.pdf UR - https://trid.trb.org/view/767685 ER - TY - RPRT AN - 01013260 AU - Hensing, David J AU - Rowshan, Shahed AU - Science Applications International Corporation AU - Federal Highway Administration TI - Roadway Safety Hardware Asset Management Systems Case Studies PY - 2005/10//Final Report SP - 92p AB - This study provides information to State DOTs on roadway safety hardware management systems that could help increase their use of state-of-the-practice techniques. This report 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 - Case studies KW - Detectors KW - Guardrails KW - Hardware KW - Highway safety KW - Lighting KW - Poles (Supports) KW - Road markings KW - Signals KW - Signs KW - State departments of transportation KW - State of the practice UR - http://www.fhwa.dot.gov/publications/research/safety/05073/index.cfm UR - https://trid.trb.org/view/767637 ER - TY - RPRT AN - 01011202 AU - Brydia, Robert E AU - Brackin, Byron E AU - Johnson, Jeremy D AU - Thomas, Gary B AU - Balke, Kevin N AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Wireline Communications Design Guidebook for Intelligent Transportation Systems PY - 2005/10//Technical Report SP - 60p AB - Texas Department of Transportation (TxDOT) engineers are responsible for the design, evaluation, and implementation of Intelligent Transportation System (ITS) solutions across the entire state. These installations occur with vast differences in requirements, expectations, and constraints. Many deployments require some type of communication system to complete the installation. This report details the development of a reference guidebook and training workshop for TxDOT engineers. The purpose of these materials is to: (1) establish a fundamental level of understanding of wireline communication concepts and technologies, (2) convey and explain a comprehensive process for assessing communication needs for ITS deployments, and (3) create a set of workshop materials for future training program opportunities. KW - Communication systems KW - Guidelines KW - Intelligent transportation systems KW - Texas KW - Texas Department of Transportation KW - Training KW - Wireless communication systems KW - Workshops UR - http://tti.tamu.edu/documents/0-4969-1.pdf UR - https://trid.trb.org/view/767640 ER - TY - RPRT AN - 01011201 AU - Brydia, Robert E AU - Johnson, Jeremy D AU - Balke, Kevin N AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - An Investigation into the Evaluation and Optimization of the Automatic Incident Detection Algorithm Used in TxDOT Traffic Management Systems PY - 2005/10//Technical Report SP - 110p AB - Texas Department of Transportation (TxDOT) traffic management systems have the capability to monitor real-time traffic flow data for automatic incident detection. The faster an incident is detected, the more rapid the response, which decreases congestion on the roadways. This detection capability is centered on an existing algorithm that utilizes lane occupancy from roadway loop detectors. This research proposes a minimal modification to the incident detection algorithm which decreases false alarms and increases the detection rate, as determined by a multi-year assessment of its performance characteristics, using archived data. The project delivers a revised algorithm, a procedure for setting incident detection thresholds, a logic flow for an automated tool, and recommendations for improving the incident detection process and data archives. KW - Algorithms KW - Automatic incident detection KW - Evaluation KW - Highway traffic control KW - Lane occupancy KW - Loop detectors KW - Optimization KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-4770-1.pdf UR - https://trid.trb.org/view/767639 ER - TY - RPRT AN - 01011134 AU - Rister, Brad W AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Cumberland Gap Tunnel Pavement Problem PY - 2005/10//Final Report SP - 18p AB - Ground Penetrating Radar was used to verify voids beneath the concrete roadway located at the Cumberland Gap Tunnel, in Middlesboro, Kentucky. Preliminary results indicate that several void areas reside beneath the northbound and southbound tunnel lanes. The sizes and proximity of the voids are provided in this report. KW - Air voids KW - Concrete pavements KW - Ground penetrating radar KW - Middlesboro (Kentucky) KW - Pavement layers KW - Tunnels UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_35_KH5_05_1F.pdf UR - https://trid.trb.org/view/767510 ER - TY - RPRT AN - 01011130 AU - Cousins, Thomas E AU - Lesko, John J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Construction of a Virginia Short-Span Bridge with the Strongwell 36-Inch Double-Web I-Beam PY - 2005/10//Final Contract Report SP - 42p AB - The Route 601 Bridge in Sugar Grove, Virginia, spans 39 ft over Dickey Creek. The bridge is the first to use the Strongwell 36-in. deep fiber-reinforced polymer (FRP) double-web beam (DWB) in a vehicular bridge superstructure. Construction of the new bridge was completed in October 2001, and field testing was undertaken shortly thereafter as well as in June of 2002 to assess any potential changes in structural performance. This paper details the field evaluation of the Route 601 Bridge. Using midspan deflection and strain data from the October 2001 and June 2002 field tests, the American Association of State Highway and Transportation Officials (AASHTO) bridge design parameters were determined, namely wheel load distribution factor g, dynamic load allowance IM, and maximum deflection. The wheel load distribution factor was determined to be S/4, a dynamic load allowance was determined to be 0.50, and the maximum deflection of the bridge was L/1110. Deflection results were lower than the AASHTO L/800 limit. This discrepancy is attributed to partial composite action of the deck-to-girder connections, bearing restraint at the supports, and contribution of guardrail stiffness. It was found that diaphragm removal had a small effect on the wheel load distribution factor. An examination of the 36-in. DWB capacity and failure mode indicates that the strength of the girder is controlled by compression failure in the flange and not shear failure, as originally thought. An attempt to predict the girder fatigue performance shows that small losses in bending stiffness would be expected at fatigue loads 26% of the ultimate capacity, which was confirmed through experiments. Moreover, there is no concern that fatigue alone will cause a failure during the reasonable life of the structure as presently operated. KW - Bending KW - Bridge design KW - Bridge superstructures KW - Deflection KW - Double web beams KW - Dynamic loads KW - Failure analysis KW - Fatigue (Mechanics) KW - Fiber reinforced plastics KW - Field tests KW - Short span bridges KW - Stiffness KW - Sugar Grove (Virginia) KW - Wheel load distribution KW - Wheel loads UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-cr5.pdf UR - https://trid.trb.org/view/767580 ER - TY - RPRT AN - 01011124 AU - Singleton, Michael AU - Xiao, Qing AU - Agent, Kenneth R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Economic Costs of Low Safety Belt Usage in Motor Vehicle Crashes in Kentucky PY - 2005/10//Final Report SP - 23p AB - By passing legislation in 2006 to mandate primary enforcement of the Kentucky state law requiring safety belt use for motor vehicle occupants, the state could expect to realize an overall savings of at least $118 million in direct medical costs over the ten-year period from 2006 to 2015. Charges to Medicaid over that period would be about $34 million less than under the current secondary enforcement model. In addition, there would be at least $67 million saved in medical costs to commercial insurers, $2.3 million to Medicare, $3.3 million to Worker’s Compensation, and $11.2 million to other sources. These savings would be a direct result of an increase in the number of Kentuckians who would wear a safety belt if a primary enforcement law were in place. States that have enacted primary enforcement legislation in the past have experienced increases in safety belt use of as much as 18 percentage points. The National Highway Traffic Safety Administration (NHTSA) has stated that the average increase is between 10 and 15 percentage points. The savings given above assume that Kentucky would experience an increase of 13 percentage points, which would move the state’s usage rate from 67% to 80%, which was the national average in 2004. NHTSA has published estimates of the effectiveness of safety belts in preventing fatal and nonfatal injuries. The estimated effectiveness varies depending on the type of vehicle in which the occupant is riding (passenger car versus light truck), the type of safety belt used (lap belt only versus lap and shoulder belt), and the occupant’s position in the vehicle (front seat versus rear seat). Linked collision report and hospital discharge data from Kentucky’s Crash Outcome Data Evaluation System (CODES) were used to estimate Kentucky’s overall safety belt effectiveness for preventing moderate-to-critical injury at 55%. This number was then used to calculate medical costs savings for Kentucky’s Medicaid program and other payers that would result from enactment of a primary enforcement law. Particular attention was given to traumatic brain injuries (TBI) and spinal cord injuries (SCI) because they often result in medical costs for years after the original injury. KW - Brain KW - Crash Outcome Data Evaluation System KW - Economics KW - Fatalities KW - Highway safety KW - Injuries KW - Kentucky KW - Medical costs KW - Primary enforcement KW - Seat belt use KW - Seat belts KW - Secondary enforcement KW - Spinal cord KW - State laws KW - Traffic crashes UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_33_SPR315_06_1F.pdf UR - https://trid.trb.org/view/767464 ER - TY - RPRT AN - 01010923 AU - Shahrooz, Bahram M AU - Reising, Reiner R M W AU - Neumann, Andrew R AU - Hunt, Victor J AU - Helmicki, Arthur J AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Field Performance Evaluation of Multiple Fiber Reinforced Polymer Bridge Deck Systems Over Existing Girders - Phase II PY - 2005/10//Interim Report SP - v.p. AB - In an effort to better understand the performance of bridges with fiber reinforced polymer (FRP) composite decks, four different deck systems were installed in a 207-m, three-lane, five-span bridge in Dayton, Ohio. The spans range from 40 to 44 m, and the bridge consists of six steel girders. The span lengths and large number of panels created a unique opportunity to evaluate the response of four common FRP bridge deck systems under identical traffic and environmental conditions. Over a six-year period, the performance of the bridge and its components were monitored through field documentations, long-term continuous monitoring of key responses, controlled static and dynamic truck load tests conducted on a regular basis, and multi-reference modal tests performed in conjunction with the truck load tests. The measurements from nearly 300 sensors allowed a detailed evaluation of critical design issues such as the behavior of FRP panel-steel girder connections and connections between FRP panels, impact factor and distribution factors for bridges with FRP decks, thermal characteristics of FRP panels versus conventional reinforced concrete decks, critical role of thermal behavior of FRP panels on the overall performance, level of composite action, and serviceability issues for bridges with FRP decks. Based on the presented information, a number of recommendations for improved behavior are made. KW - Bridge decks KW - Bridge design KW - Composite action KW - Composite construction KW - Dayton (Ohio) KW - Dynamic tests KW - Fiber reinforced plastics KW - Girder bridges KW - Load tests KW - Monitoring KW - Performance KW - Serviceability KW - Static tests KW - Structural connection KW - Thermal effects UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A47623098 UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A62270150 UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A62270150 UR - https://trid.trb.org/view/767149 ER - TY - RPRT AN - 01010925 AU - Boselly, S Edward AU - Blackburn, Robert R AU - Amsler, Duane E AU - Weather Solutions Group AU - Blackburn & Associates AU - AFM Engineering Services AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Procedures for Winter Storm Maintenance Operations PY - 2005/10//Final Report SP - 117p AB - The purpose of this research is to review Arizona Department of Transportation's (ADOT's) existing snow and ice control practices and procedures and to make recommendations to improve snow and ice control. The research uses the level of service (LOS) goals from a maintenance management system (MMS) to make recommendations for improving procedures and acquiring resources in order to attain the LOS goals. The main recommendations in applying de-icing and anti-icing chemicals include: (1) Where LOS goals and site conditions allow, ADOT should implement anti-icing as a standard strategy. (2) The reasonable amounts of chemicals in anti-icing operations should be based on current and expected conditions. (3) The concentration of chemicals applied can change over time, i.e., become diluted, with the interaction of the chemicals, precipitation and accumulated snow or ice. Care should be taken in applications of chemicals when the diluted potential is medium or high. (4) The recommended treatment strategy for localized icing conditions is pre-treating with a liquid ice control chemical 6 to 66 hours before the potential event. Liquid ice control chemicals are also effective in treating black ice that has already occurred if the pavement temperature is above 23 deg F (-5 deg C). The research has found that the current ADOT snow and ice fleet size, character, and associated support resource are not adequate to provide the LOS desired. It is recommended that 30-50 additional snow and ice trucks should be acquired. ADOT also should conduct a route-by-route analysis to realign existing resources to be compatible with highway priority and cycle time. In order for ADOT to successfully attain its LOS goals, it needs to adopt a chemical priority policy for the use of chemicals in snow and ice control where possible. This policy would apply to both anti-icing and deicing strategies. This will require additional cost for chemicals and reduced cost for cinders. It is also recommended that ADOT should establish a formally programmed, user driven, and continuous technical training program for snow and ice control. The training goals and objectives should be established. By establishing such a program, consistent practices and procedures can be implemented effectively and efficiently. KW - Anti-icing KW - Arizona Department of Transportation KW - Black ice KW - Deicing KW - Deicing chemicals KW - Fleet size KW - Level of service KW - Maintenance management KW - Policy KW - Recommendations KW - Snow and ice control KW - Surface treating KW - Training programs KW - Winter maintenance UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ461.pdf UR - https://trid.trb.org/view/767199 ER - TY - ABST AN - 01460609 TI - Research for AASHTO Standing Committee on Highways. Task 213. Requirements for Minimum Maintained Retroreflectivitiy of Pavement Marking AB - This study will provide assistance to a SCOH task force in evaluating requirements for minimum maintained pavement marking retroreflectivity and inform AASHTO in regard to future FHWA rule making The contract is being processed. KW - Marking materials KW - National Cooperative Highway Research Program KW - Pavement design KW - Pavements KW - Research projects KW - Retroreflectivity KW - Specifications UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1228 UR - https://trid.trb.org/view/1228826 ER - TY - RPRT AN - 01099517 AU - Tayebali, Akhtarhusein A AU - Knappe, Detlef R U AU - Chen, Chun AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Quantifying Anti-Strip Additive in Asphalt (Binder & Mixes) PY - 2005/09/30/Final Report SP - 100p AB - In this study, litmus and colorimetric tests were developed to quantify the contents of amine-based antistrip additives in asphalt binders and mixes. In addition, the effect of prolonged heating on antistrip additive content was evaluated for both asphalt binders and mixes. Results of this study indicate that both litmus and colorimetric tests are capable of detecting and quantifying amine-based antistrip additives in asphalt binders and mixes. Also, both test methods were able to validate the antistrip additive contents in field samples with known additive contents. When subjected to prolonged heating periods, the antistrip additive content decreased substantially for both asphalt binders and mixes. For asphalt binders, no antistrip additive content was detectable after 24 to 48 hours of extended heating; for mixes, the measured antistrip additive content approached zero percent after 6 to 12 hours of extended heating. KW - Additives KW - Antistrip additives KW - Asphalt mixtures KW - Asphalt pavements KW - Binders KW - Bituminous binders KW - Color KW - Colorimetry KW - Field tests KW - Mix design UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-05FinalReport.pdf UR - https://trid.trb.org/view/859077 ER - TY - RPRT AN - 01023451 AU - Federal Highway Administration AU - Battelle Memorial Institute AU - University of Arizona, Tucson TI - Final Report: Model Deployment of a Regional, Multi-Modal 511 Traveler Information System PY - 2005/09/30/Final Report SP - 204p AB - On July 21, 2000, the Federal Communications Commission assigned 511 as the nationwide traveler information telephone number and granted responsibility for it to government transportation agencies. Since that time, 27 statewide and regional 511 systems have been implemented throughout the United States, including the Arizona system. The Federal Highway Administration (FHWA) and Federal Transit Administration (FTA) jointly sponsored the Arizona 511 Model Deployment. The Model Deployment sought to demonstrate the potential of 511 services to bring together data from various sources and provide useful information to travelers through a state-of-the-art telephone interface. The national evaluation documented costs and lessons learned, measured the accomplishment of the implementers’ hypothesized project impacts, and assessed the extent to which the Arizona 511 project satisfied the following U.S. DOT objectives for the Model Deployment: (1) “Push the envelope” on the production and dissemination of quality traveler information; (2) Utilize a voice recognition user interface and a menu that balances comprehensive information with ease-of-use; (3) Provide information automatically, with no operator needed, and provide users the ability to request information for specific segments of roadways, such as “I-10 in Phoenix” rather than providing them information only at the less specific “route level”, that is, “I-10” for the entire state; (4) At a minimum, provide a comprehensive set of basic, multi-modal traveler information including roadway congestion, incidents and construction; major transit service disruptions; special events; and abnormal road weather conditions. As a result of this evaluation, the following recommendations are made to 511 deployers. 1. If specific, near-term impacts are important, prioritize and focus your 511 implementation. 2. Voice recognition is not “plug and play”; expect to spend considerable resources on its implementation. 3. Pursue a vigorous, targeted 511 marketing program. 4. In the early planning stages, thoroughly investigate institutional and technical issues associated with data input by partner agencies. 5. Incorporate mechanisms for capturing user feedback for system evaluation. KW - 511 (National Travel Information Number) KW - Advanced traveler information systems KW - Arizona KW - Construction KW - Costs KW - Deployment KW - Evaluation KW - Feedback KW - Highway traffic KW - Highway travel KW - Impacts KW - Implementation KW - Information dissemination KW - Intelligent transportation systems KW - Interagency relations KW - Lessons learned KW - Marketing KW - Multimodal transportation KW - Partnerships KW - Public transit KW - Recommendations KW - Regional planning KW - Special events KW - Speech recognition KW - State of the art KW - Traffic congestion KW - Traffic incidents KW - Traveler information and communication systems KW - Users KW - Weather conditions UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14248.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14248_files/14248.pdf UR - https://trid.trb.org/view/778879 ER - TY - RPRT AN - 01010908 AU - Cooper, B R AU - Sawyer, Helen E AU - Federal Highway Administration TI - Assessment of M25 Automatic Fog-Warning System - Final Report PY - 2005/09/30/Final Report SP - n.p. AB - An automatic fog warning system became operational during the summer of 1990 on the M25 London orbital motorway, a freeway facility circling London. The system automatically detects the presence of fog and posts warning messages on dynamic message signs (DMS) upstream of the fog detector. Detectors are located at 54 fog prone areas along the M25, including river valleys and high ground prone to hill fog. When a fog detector senses visibility below 250 meters, the system posts a warning message (the word “fog” ) on existing DMS ranging from 0.8 to 2.2 km upstream from the activated detectors. During periods of heavy fog additional warnings are posted farther upstream of the detector at signs ranging from 1.8 km to 3.8 km upstream. An independent evaluation assessed the effectiveness of the system, primarily in terms of changes in vehicle speeds which occurred when the messages were posted as a result of the formation of fog. The intent of the evaluation was to determine if a statistically significant reduction in vehicle speeds occurs in the presence of a fog warning system. Twelve DMS were chosen at which to assess the effectiveness of the system - a pair of signs on one of the approaches to each of six principal fog detector sites. These twelve signs were all on three-lane sections of motorway and were chosen to be sufficiently far from junctions so that vehicles would normally be traveling at reasonably constant speed and not changing lanes. A pair of inductive loops was cut in each lane approximately 300m downstream of the signs to collect data. During the evaluation period, between November 1990 and the end of March 1992, a considerable amount of fog occurred and a total of about 240 data files were collected, with each file containing data on about 20,000 vehicles whose data could be investigated. The study measured vehicle speeds, comparing the change in mean speeds during observation periods before and after the fog messages were displayed on the DMS. The observation periods ranged in length from 1 to 10 minutes. Similar measurements were taken each time the fog messages were deactivated. These speed changes were also compared to speed changes at the same times during non-foggy days. When the fog messages were switched on, there was a statistically significant overall net reduction in mean vehicle speeds of about 1.8 mph. This conclusion is drawn from analysis of data from the 10 sign locations which experienced enough fog over the evaluation period to yield useful data. Greater speed reductions occurred in the inner/faster lanes, and lesser reductions occurred the outer/slow lane. Faster vehicles slowed down more when the fog signals switched on, with the average change in the 85th percentile speed being 0.5 mph greater than the average change in the overall mean speed. Increases in speed occurred when the signals were switched off. These speed reductions indicate that the fog warning messages do alert drivers to the presence of fog ahead. Once aware that they are about to enter a foggy area, drivers are prepared to drive more safely through the fog. KW - Detectors KW - Drivers KW - Driving KW - Evaluation and assessment KW - Fog KW - Highway safety KW - Highway traffic control KW - London (England) KW - Reduction (Decrease) KW - Speed KW - Traffic safety KW - Variable message signs KW - Warning systems UR - http://www.itsbenefits.its.dot.gov/its/benecost.nsf/0/D3B79214FEBFFEF88525708C0049AF9F?OpenDocument&Query=BWhatsNew UR - https://trid.trb.org/view/767174 ER - TY - ABST AN - 01460662 TI - Pedestrian Predictive Crash Methodology for Urban and Suburban Arterials AB - Based on a minor amount of related research and pedestrian-motor vehicle crash typing research, there is a believed to be a strong, but unquantified relationship between pedestrian/motor vehicle crashes and site-specific characteristics. Models are currently not available that can help predict crashes based on site-specific conditions and operational characteristics of a roadway. A coordinated effort is underway to develop a Highway Safety Manual (HSM) for use in making quantitative estimates of the safety performance of specific highway types and quantitative estimates of proposed improvements to specific highway types. The highway types being addressed in the first edition of the HSM are rural two-lane highways, rural multilane highways, and urban and suburban arterials. Explicit consideration of pedestrian safety on urban and suburban arterials is considered critical to implementation of the first edition of the HSM. An HSM methodology to make safety predictions for urban and suburban arterials is being developed in the ongoing NCHRP Project 17-26. The Project 17-26 database will be most suited for modeling motor vehicle crashes on roadway segments and at intersections. Models will also be developed within Project 17-26 that estimate pedestrian safety based on average pedestrian crash frequency. However, these models will not be sensitive to site-specific conditions that influence pedestrian crashes. Thus, the models currently under development will not address the needs for determining site-specific pedestrian safety effects or for evaluating the site-specific effects of proposed projects intended to improve pedestrian safety. The objective of this research is to develop a methodology for quantifying the pedestrian safety effects related to existing site characteristics and/or proposed improvements on urban and suburban arterials. The methodology should be developed so it can be used in an independent fashion as a guide, but also in a manner that will allow integration with the overall safety performance methodology currently under development in NCHRP Project 17-26. KW - Arterial highways KW - Highway safety KW - Multilane highways KW - National Cooperative Highway Research Program KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Research projects KW - Rural highways KW - Suburbs KW - Two lane highways KW - Urban areas UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=463 UR - https://trid.trb.org/view/1228880 ER - TY - ABST AN - 01460695 TI - Research for the AASHTO Standing Committee on the Environment. Task 19. Historic Bridge Rehabilitation/Replacement Decision Making AB - This proposed study will identify best practices and any existing guidelines and standards on historic bridge rehabilitation versus replacement. The study will also include recommendations (based on these best practices and guidelines and standards) on how engineers, transportation planners, and preservationists can make informed decisions concerning historic bridge rehabilitation versus replacement. KW - Best practices KW - Decision making KW - Engineers KW - Historic bridges KW - National Cooperative Highway Research Program KW - Planning and design KW - Preservation KW - Rehabilitation (Maintenance) KW - Research projects KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1291 UR - https://trid.trb.org/view/1228913 ER - TY - ABST AN - 01460581 TI - Research Program Design---Administration of Highway and Transportation Agencies. Alternative Organizational Designs for State Transportation Departments AB - State departments of transportation (DOTs) are continually evolving because of planned and unplanned reactions to internal and external forces of change -- for example, legislative, economic, and demographic trends; rapid turnover in top leadership as well as other workforce-related issues; increasing focus on operations and customer services; downsizing, employment caps, and outsourcing; rehabilitation needs versus new construction; modal integration; and elective and mandatory changes in relationships with other governmental agencies and private organizations. While many state DOTs periodically assess their organizations' abilities to react strategically and revamp their organizations accordingly, accomplishing these efforts can be influenced by issues such as employment policies, other internal policies, and long-standing cultural traditions. The public's demand for more responsive and cost-effective delivery of transportation projects and services often requires more creative and innovative changes to state DOT organizations. Research is needed to identify organizational designs that respond to various internal and external forces and improve the strategies and business operations of state DOTs in fulfilling their missions in areas such as, but not limited to, program delivery and system operations. Research of this kind will provide a resource to the leadership of state DOTs for improving their own organizations and discussing alternatives among peers. The objective of this project is to provide a resource to top-level state DOT management on organizational designs to improve their responses to various external and internal forces of change. It is envisioned that this resource can be used to support an organizational assessment as well as to provide a basis for future dialog among the leadership of state DOTs as opportunities or needs arise. KW - Demographics KW - Economic factors KW - Leadership KW - Legislation 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=545 UR - https://trid.trb.org/view/1228798 ER - TY - SER AN - 01104551 JO - Civil Engineering Studies. Transportation Engineering Series No. 140. Traffic Operations Lab Series No. 17 PB - University of Illinois, Urbana-Champaign AU - Chitturi, Madhav V AU - Benekohal, Rahim F AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Effect of High and Low Temperatures on UPS Systems for Intersection Traffic Signals PY - 2005/09/20/Project Report SP - 64p AB - Temperature significantly affects the performance of UPS systems. Four different UPS systems were evaluated at sub-zero temperatures and hot temperatures from -25 °C to +72 °C (-13 °F to +162 °F). At high temperatures, tests were performed to ascertain the run times under normal signal operation, whether the UPS shuts down the charging and that there is no gassing of the batteries. At sub-zero temperatures tests were performed to find the run times under normal, flashing and a combination of normal and flashing modes of operation. All the UPS systems showed longer run times as the temperature increased and drastically shorter run times as the temperature decreased. For normal operation at +72 °C condition, the percentage change in run time relative to room temperature ranged from +6% to +26%. Relative to room temperature the percentage change in run time at -25 °C condition ranged from -32% to -80% for normal operation. At the coldest temperature, the increase in duration of flashing compared to duration of normal operation ranged from 89% to 158% and the increase in combination of normal and flashing duration compared to normal operation duration ranged from 35% to 81%. It is recommended to switch to flashing or a combination of normal and flashing mode of operation in cold temperatures to increase the run time. It was also found that a UPS with a greater battery capacity may not yield greater run times under all temperature conditions. KW - Electric batteries KW - Electric power supply KW - Emergency power supply KW - Performance KW - Signalized intersections KW - Temperature KW - Traffic signals KW - Uninterruptible power supply UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-140.pdf UR - http://ntl.bts.gov/lib/26000/26800/26879/TOLseries17.pdf UR - https://trid.trb.org/view/863219 ER - TY - ABST AN - 01537913 TI - Structural Acoustic Analysis of Piles AB - A technical committee of representatives from participating states will identify common research needs, select projects for funding and oversee implementation of results. Specific research activities addressed within the program will include, but not be limited to: investigating how the characteristics of sound produced during pile-driving are influenced by modifications in pile materials, pile shape, hammer characteristics and other variables; investigating means to effectively reduce underwater sounds close to the piles during pile driving with attenuation systems; validating the predictive models during actual construction; synthesizing information from this project with other efforts notably NCHRP Project 25-28- Predicting and Mitigating Hydroacoustic Impacts on Fish from Pile Installation; and developing a guidance document for practitioners. The objective of this project are to: (1) investigate how modifications in pile materials, pile shape, hammer characteristics, the nature of the substratum into which the pile is driven, water depth, the depth to which the pile is driven into the substratum, the load-bearing objective of the pile and other variables influence the properties of noise generated during pile driving; (2) develop and validate acoustical source models of pile driving based on pile materials, pile shape, hammer characteristics and other variables; (3) develop and validate sound field models of the effects of sound attenuation systems on the sound field close to piles. This includes defining the limits of the near field for different physical conditions (that is, size and shape of pile, depth of water, wavelengths of interest); (4) develop guidance for departments of transportation (DOTs) and other entities to select appropriate materials, methods and noise reduction strategies for pile driving projects; and (5) identify additional ranked research topics necessary to address regulatory or other concerns as necessary to adequately address practical application solutions. KW - Acoustics KW - Attenuation (Engineering) KW - Bridge construction KW - Pile driving KW - Sound KW - Structural analysis UR - https://trid.trb.org/view/1324292 ER - TY - ABST AN - 01463073 TI - Development of Precast Bent Cap Systems for Seismic Regions AB - Precast bent cap systems are of increasing utility in highway construction. Precasting moves concrete forming, pouring, and curing operations out of the work zone, making bridge construction safer and more environmentally friendly, and it removes bent cap construction from the critical path. Precasting also improves quality and durability because the work is performed in a more controlled environment. The accelerated construction benefits of precast bent cap systems support the philosophy of "get in, get out, stay out." Successful use of precast bent caps relies on proper design, constructability, and performance of the connections. Early uses of precast bent caps were limited to applications where minimal moment and shear transfer were required at connections. In seismic regions, provisions normally must be made to transfer greater forces through connections. Research is needed to examine the constructability of precast bent cap connections, connection behavior (including the effects of joint reinforcement and other detailing requirements), and girder continuity. Bent cap systems for both steel and precast concrete superstructures are needed. Guidelines for design, detailing, and construction must be developed so that precast bent cap technology can be used in all areas of the United States where seismic loading is an issue. The objective of this project is to develop a design methodology, connection details, and design and construction specifications for precast bent cap systems under seismic loading. The specifications shall be in a form suitable for consideration by the AASHTO Highway Subcommittee on Bridges and Structures (HSCOBS). KW - Bridges KW - Concrete curing KW - Concrete forms KW - Construction KW - Design methods KW - Methodology KW - National Cooperative Highway Research Program KW - Precast concrete KW - Seismicity UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=363 UR - https://trid.trb.org/view/1231298 ER - TY - ABST AN - 01460479 TI - Development of a Tack Coat Protocol AB - The objective of this study is to investigate important factors that are known to influence the adhesive bond provided by the tack coat at the interface between pavement lifts while evaluating potential Quality Control (QC) and Quality Assurance (QA) test methods. The proposed study will aim at developing guidelines on the surface treatment of the existing pavement lift, selection of tack coat application rate, and developing/adopting a field (QC) and/or laboratory performance test (QA); the latter being the main focus of the study. KW - Development KW - Field tests KW - Guidelines KW - Pavement design KW - Pavements KW - Protocols KW - Quality assurance KW - Quality control KW - Research projects KW - Surface treating KW - Tack coats UR - https://trid.trb.org/view/1228696 ER - TY - RPRT AN - 01131279 AU - Line, Daniel E AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Monitoring the Effects of Highway Construction over the Little River and Crane Creek PY - 2005/09/08/Final Report SP - 33p AB - This report summarizes the results of a two-year water quality monitoring project to document the effects of the construction of the Highway 1 bypass on the water quality of Crane (Crains) Creek and the Little River. Automated monitoring equipment was installed upstream and downstream of the highway corridor on both Crane Creek and the Little River. For Crane Creek, discharge was monitored and samples of creek water were collected on a flow-proportional basis throughout the project, while for the Little River samples were collected every 6-8 hours during the project. A recording raingage was also maintained for most of the study at Crane Creek and in-situ measurements of temperature, dissolved oxygen, conductivity, and pH were made at least monthly. The mean suspended sediment concentration and turbidity for Crane Creek were 48 mg/L and 40 ntu upstream and 38 mg/L and 26 ntu downstream of the highway corridor. Statistical analysis of the bi-weekly sediment load data from both sites showed that the loads at the upstream site were not significantly different than the downstream site indicating that the construction had no effect on sediment loads of Crane Creek. The mean turbidity of samples was greater upstream compared to downstream, which also indicates no negative effect of highway construction. Means of temperature, dissolved oxygen, conductivity, and pH were nearly the same upstream and downstream indicating no effect on these water quality parameters. Monitoring results for the Little River were similar to Crane Creek in that there were no significant differences between upstream and downstream sites according to paired t-tests conducted on the bi-weekly data. The mean suspended sediment concentration and turbidity upstream were 10 mg/L and 10 ntu upstream and downstream were 12 mg/L and 9 ntu. KW - Dissolved oxygen concentration KW - Environmental impacts KW - Field data KW - Monitoring KW - pH value KW - Rivers KW - Road construction KW - Statistical analysis KW - Streams KW - Suspended sediments KW - Temperature KW - Turbidity KW - Water quality UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-23FinalReport.pdf UR - https://trid.trb.org/view/891605 ER - TY - RPRT AN - 01029097 AU - Lane, Richard M AU - Fish, Marc F AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Mitigation of Alkali-Silica Reactivity in New Concrete in New Hampshire-Phase 2 Minimum Amounts of Admixture(s) Needed to Significantly Minimize ASR PY - 2005/09/08/Final Report SP - 17p AB - A Phase 2 research study was undertaken to identify the types and amounts of admixture(s) needed to reduce Alkali-Silica Reactivity (ASR) expansion in new concrete made with reactive New Hampshire aggregates. The Phase 1 study found that 25% of the New Hampshire concrete aggregates tested under ASTM C1260-94 are potentially reactive (0.1% or greater elongation at 14 days) and identified ASR in over 40% of the concrete cores taken from existing bridge structures throughout the state. The objectives of the Phase 2 research were the following: (1) Evaluate different admixtures for their effectiveness in mitigating the development of ASR in new concrete in New Hampshire through ASTM C1260-94 accelerated mortar bar testing; (2) Verify the minimum amounts of admixture(s) needed to reduce ASR expansion (to less than 0.1% at 14 days) in new concrete made with reactive NH aggregates; (3) Evaluate both mineral and chemical admixture(s) to include Fly Ash, Ground Granulated Blast Furnace Slag (GGBF) and Silica Fume; (4) Evaluate the ability of blended cement, ternary cement and high-reactivity metakaolin (HRM) to control expansion due to ASR; and (5) Conduct petrographic thin section analysis on mortar bars of selected Portland Cement Concrete (PCC) mixes to confirm the mitigation of ASR at the microscopic level. The Phase 2 research utilized the ASTM C1260-94 accelerated mortar bar test to identify the amounts of admixture(s) needed to reduce expansion in new concrete in New Hampshire to less than 0.1% elongation at 14 days. Several of the more highly reactive concrete aggregates in New Hampshire were utilized in the PCC mixes for the mortar bars. The research demonstrated that both chemical and mineral admixture(s), some combinations of admixtures, blended cement, ternary cement and HRM all have the ability to control (less than 0.1% elongation at 14 days) ASR in new concrete made with New Hampshire reactive aggregates. The development of ASR was not effectively mitigated with the admixture of silica fume when utilizing the ASTM C1260-94 test method. Petrographic thin section analysis on mortar bars from selected PCC mixes confirmed the ability of these products to mitigate the development of ASR. KW - Accelerated mortar bar test KW - Admixtures KW - Alkali silica reactions KW - ASTM C 1260 KW - Cement KW - Concrete KW - Concrete aggregates KW - Evaluation KW - Expansion KW - Fly ash KW - Granulated slag KW - High-reactivity metakaolin KW - Mitigation (Chemical reactivity) KW - Mortar KW - New Hampshire KW - Petrographic analysis KW - Portland cement concrete KW - Silica fume KW - Ternary cements UR - https://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/12323y_report.pdf UR - https://trid.trb.org/view/784401 ER - TY - ABST AN - 01460661 TI - Transportation Research Thesaurus Improvements AB - The objectives of this study are: (1) to develop a database at TRB that a) will allow TRB to maintain the authoritative version of the TRT in-house and b) will integrate the TRT with the new TRIS system for record creation, and (2) to publish the TRT on the Internet. KW - Databases KW - Indexes (Information management) KW - Indexing KW - National Cooperative Highway Research Program KW - Research KW - Research projects KW - Software maintenance KW - Transportation planning KW - User interfaces (Computer science) KW - Websites (Information retrieval) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=656 UR - https://trid.trb.org/view/1228879 ER - TY - ABST AN - 01458342 TI - Safety Analyses of Interchanges AB - This project will develop an analysis framework and preliminary computation tool to quantify the safety effects of interchanges. KW - Analysis KW - Interchanges KW - Interchanges and intersections KW - Research projects KW - Safety UR - https://trid.trb.org/view/1226553 ER - TY - ABST AN - 01460142 TI - Senior Environmental Employee (SEE) Program AB - This agreement sets forth the terms of agreement between the U.S. Department of Transportation, Federal Highway Administration (FHWA) and the Environmental Protection Agency (EPA) through which the FHWA will transfer funds to the EPA to acquire the service of the senior workers under the auspices of the Senior Environmental Employment (SEE) Program. The Senior Environmental Employment (SEE) Program, authorized under the Environmental Programs Assistance Act of 1984 (P.L.98-313), is designed to provide enrollees to support EPA and other Federal agencies with environmental technical assistance. Under the terms of the Interagency Agreement (IAG), enrollees will be assigned to FHWA. The enrollees will be hired by a SEE Program grantee organization as determined by EPA with input from the Agency. KW - Employees KW - Environment KW - Environmental impacts KW - Interagency relations KW - Research projects KW - Seniority KW - Technical assistance UR - https://trid.trb.org/view/1228358 ER - TY - ABST AN - 01458405 TI - MCNP Simulations of Neutron Chloride Detector AB - No summary provided. KW - Chlorides KW - Detectors KW - Neutrons KW - Research projects KW - Simulation UR - https://trid.trb.org/view/1226616 ER - TY - ABST AN - 01547925 TI - Default Values for Capacity and Quality of Service Analyses AB - The Year 2000 Highway Capacity Manual (HCM 2000) is the most extensively referenced document on highway capacity and quality-of-service computations in the United States. While the HCM 2000 focuses on providing state-of-the-art methodologies for operational analyses, it is also used in planning and preliminary engineering applications. To assist engineers and planners in applying HCM methodologies, the HCM 2000 includes default values for many of the more difficult-to-obtain input parameters and variables. "A default value is a representative value that may be appropriate in the absence of local data" [HCM 2000]. As a result of insufficient field data, the HCM 2000 recommends only a single default value for many key data items, inadequately reflecting the variety of traffic and facility conditions across the United States. Because of limited resources or inexperience, analysts often use these default values inappropriately. The objectives of this project are to (1) determine appropriate default values for inputs to Highway Capacity Manual (HCM) analyses and (2) to develop a guide to select default values for various applications. KW - Default values KW - Highway capacity KW - Highway Capacity Manual 2000 KW - Highway operations KW - Quality of service KW - State of the art KW - United States UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=838 UR - https://trid.trb.org/view/1335573 ER - TY - ABST AN - 01463071 TI - Measuring Tire-Pavement Noise at the Source AB - Tire-Pavement noise has become an increasingly important consideration for highway agencies as the public consistently demands that highway traffic noise be mitigated. Although sound walls provide a means for addressing highway noise, improved pavement structures and surfaces may provide a less expensive alternative for noise mitigation. However, there are no widely accepted procedures for measuring solely tire-pavement noise under in-service conditions. Research is needed to evaluate potential noise-measuring procedures and identify or develop appropriate procedures applicable to light and heavy vehicles and all paved surfaces. Such procedures will provide highway agencies with an appropriate means for (1) measuring and rating tire-pavement noise levels on existing pavements, (2) evaluating new pavements incorporating noise-mitigating features, and (3) identifying design and construction features associated with different noise levels. This information will help agencies effectively manage their resources and reduce noise impacts on nearby communities. The objectives of this research are to (1) develop rational procedures for measuring tire-pavement noise and (2) demonstrate applicability of the procedures through testing of in-service pavements. KW - Highways KW - Measurement KW - National Cooperative Highway Research Program KW - Noise KW - Pavement design KW - Pavements KW - Research projects KW - Tires UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=230 UR - https://trid.trb.org/view/1231296 ER - TY - ABST AN - 01463003 TI - Synthesis of Information Related to Highway Problems. Topic 37-03. Managing Selected Transportation Infrastructure Assets AB - The primary objective of this synthesis is to gain a better understanding of the current state of the practice for managing assets other than pavements and bridges, and to identify best practices. The assets to be studied are: (1) Traffic signals, including all components; (2) Lighting, including all components; (3) Signs, ground-mounted and overhead ; (4) Pavement markings / line striping; (5) Drainage culverts and pipes (other than bridges); AND (6) Sidewalks. KW - Asset management KW - Assets KW - Bridges KW - Deterioration KW - Drainage structures KW - National Cooperative Highway Research Program KW - Pavements KW - Research projects KW - Service life KW - Traffic control devices UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=96 UR - https://trid.trb.org/view/1231228 ER - TY - ABST AN - 01460691 TI - Research for the AASHTO Standing Committee on the Environment. Task 24. Climate Change and U.S. Transportation AB - This TRB policy study will provide U.S. transportation officials with an overview of the scientific consensus on climate change; summarize current and projected contributions of all modes of U.S. transportation to climate change; summarize possible consequences for U.S. transportation infrastructure; analyze transportation policy options for adapting to impacts; examine strategies to mitigate future climate impacts through reduced transportation emissions; and recommend critical areas of research. The $125,000 has been provided as an AASHTO contribution to an overall effort valued at $900,000 that will be funded by a number of government and private sector stakeholder groups and conducted by an expert panel. KW - Climate KW - Emission control systems KW - Infrastructure KW - Mode choice KW - National Cooperative Highway Research Program KW - Public transit KW - Research projects KW - Strategic planning KW - Transportation planning KW - Weather conditions UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1296 UR - https://trid.trb.org/view/1228909 ER - TY - ABST AN - 01460681 TI - Continuing Recurring/Non-Recurring Congestion Research AB - Previous Washington State Department of Transportation (WSDOT) research efforts have explored the relative causes of urban congestion. That is, how much congestion is simply the result of too much traffic, and how much is due to incidents of various kinds? Knowledge of the causes of congestion is needed to identify and prioritize funding for the most effective improvements. For example is expansion of incident response capabilities more effective at improving travel time reliability than modifying the ramp metering system? The objective of this research project is to further refine the development of the data sets and analytical tools that allow WSDOT to understand the relative importance of different causes of congestion so that informed funding decisions may be made. KW - Improvements KW - Incident detection KW - Ramp metering KW - Reliability KW - Research projects KW - Traffic congestion KW - Travel time KW - Urban areas UR - https://trid.trb.org/view/1228899 ER - TY - ABST AN - 01460674 TI - Effects of Pile Driving on Species AB - Impact driving of large steel piles generates underwater sound and energy effects that may adversely affect salmonids, other fish species, marine mammals and diving sea birds. Very little information exists to help the Washington State Department of Transportation (WSDOT) and regulatory agencies accurately predict impact levels and to determine methods to avoid or reduce impacts. This research will build on previous research and develop a more realistic assessment of sound and energy impacts so that an effective mitigation measure can be developed. KW - Birds KW - Energy KW - Fishes KW - Habitat (Ecology) KW - Mammals KW - Marine engineering KW - Pile driving KW - Research projects UR - https://trid.trb.org/view/1228892 ER - TY - ABST AN - 01460672 TI - Prioritization of Transportation Security Projects AB - Currently, there are no good methods to estimate the costs of societal or operating improvements to the transportation system for security purposes. Consequently there is not a decision or prioritization process that allows these projects to compete effectively for funding against other important projects. Other States face a similar dilemma and may have developed creative ways to fund security improvements. This research will help improve Washington State Department of Transportation (WSDOT's) ability to prioritize funding for projects that address transportation system security. KW - Improvements KW - Operations KW - Research projects KW - Safety and security KW - Security KW - Societies KW - System safety KW - Transportation planning UR - https://trid.trb.org/view/1228890 ER - TY - ABST AN - 01458584 TI - HOV Lane Use/Conversion to HOT Lanes AB - Washington State Department of Transportation (WSDOT) is proposing to convert an underutilized High Occupancy Vehicle (HOV) lane to a High Occupancy Toll (HOT) lane on SR 167. Other states have successfully implemented HOT Lanes. This research will explore best practices and examine design standards and barrier and mid point access issues that have been used by other states. WSDOT will gain valuable knowledge from the experience of other States in the design and operational aspects of deploying HOT lanes in the Puget Sound region. KW - Best practices KW - Design standards KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - High occupancy vehicle lanes KW - Implementation KW - Knowledge KW - Lane occupancy KW - Puget Sound Region KW - Research projects UR - https://trid.trb.org/view/1226795 ER - TY - ABST AN - 01458575 TI - Reduced Residual Column Displacements Induced by Earthquake Loadings AB - No Summary provided. KW - Columns KW - Earthquake resistant design KW - Earthquake resistant structures KW - Earthquakes KW - Research projects KW - Residual strength KW - Residual stress UR - https://trid.trb.org/view/1226786 ER - TY - RPRT AN - 01019019 AU - Cambridge Systematics, Incorporated AU - Texas Transportation Institute AU - Federal Highway Administration TI - Traffic Congestion and Reliability: Trends and Advanced Strategies for Congestion Mitigation PY - 2005/09/01/Final Report SP - 140p AB - This report provides a snapshot of congestion in the United States by summarizing recent trends in congestion, highlighting the role of travel time reliability in the effects of congestion, and describing efforts to reduce the growth of congestion. This is the second in an annual series developed by the Federal Highway Administration (FHWA) Office of Operations. Much of the report is devoted to communicating recent trends in congestion. One of the key principles that the FHWA has promoted is that the measures used to track congestion should be based on the travel time experienced by users of the highway system. While the transportation profession has used many other types of measures to track congestion (such as “level of service”), travel time is a more direct measure of how congestion affects users. Travel time is understood by a wide variety of audiences - both technical and non-technical - as a way to describe the performance of the highway system. All of the congestion measures used in the report are based on this concept. KW - Strategic planning KW - Traffic congestion KW - Traffic mitigation KW - Travel time KW - Trend (Statistics) KW - United States UR - http://www.ops.fhwa.dot.gov/congestion_report/congestion_report_05.pdf UR - http://ntl.bts.gov/lib/38000/38800/38809/congestion_report_05.pdf UR - https://trid.trb.org/view/772956 ER - TY - RPRT AN - 01015052 AU - Bonini, M R AU - Garrett, R A AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Conduct of Research at PennDOT: Manual of Activities PY - 2005/09/01 SP - 74p AB - The primary purpose of this manual is to provide a comprehensive description of how the Pennsylvania Department of Transportation (PennDOT) manages its research program. This information will provide details on the process of soliciting research projects, the development of the Annual PennDOT Research Program, the selection and prioritization of the actual projects that are initiated, the steps that are undertaken to start a research project and the implementation activities that each project goes through. The manual will be updated annually and augments the Research Section of the State Planning and Research (SP&R) Annual Work Plan. KW - Implementation KW - Manuals KW - Pennsylvania Department of Transportation KW - Program management KW - Research management KW - Research projects KW - Strategic planning UR - https://trid.trb.org/view/771467 ER - TY - RPRT AN - 01547832 AU - Evans, Mark A AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - Use of Ground Penetrating Radar in a Pavement Management System PY - 2005/09//Final Report SP - 34p AB - The Arkansas State Highway and Transportation Department (AHTD) contracted with Infrasense, Inc. of Arlington, Massachusetts to provide pavement layer thickness data utilizing Ground Penetrating Radar (GPR) technology. The focus of the research was to determine if GPR could provide relatively fast and reliable thickness data on a network level survey for use in a Pavement Management System (PMS) without the benefit of calibration cores. Secondary data were also provided to determine if GPR could be used to locate voids in certain pavement structures, excessive moisture levels in the base and subgrade, and to determine if GPR could provide accurate characteristic information on bridge decks. Analysis of the secondary data was outside of the scope of this report and findings will not be discussed. Data collection took place on May 8 - 9, 2001 utilizing personnel and equipment from Infrasense, Inc. and Wave Tech, Inc. of Baton Rouge, Louisiana. The project was composed of eight test sites in central Arkansas with varying cross-sections and surface type. The sites varied in length with a total project length of about fifty miles. The main goal of determining pavement thickness for a PMS is to allow analysis of homogenous pavement sections. The results of the data analysis indicate that on asphalt pavements GPR can provide reliable thickness data for use at the network level. Concrete pavements did not provide the same results. Known differences in pavement thickness were evident but GPR measured thickness did not compare well to measures of core samples taken from the pavements. However, based on previous research studies by other agencies this was not unexpected. KW - Arkansas KW - Asphalt pavements KW - Concrete pavements KW - Ground penetrating radar KW - Pavement layers KW - Pavement management systems KW - Thickness UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%200102.pdf UR - https://trid.trb.org/view/1335245 ER - TY - RPRT AN - 01547503 AU - Tran, Nam H AU - Hall, Kevin D AU - University of Arkansas, Fayetteville AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - ACHM Mix Stiffness and Static Creep Behavior PY - 2005/09//Final Report SP - 381p AB - Flexible pavement design procedures proposed for use within the Mechanistic-Empirical Pavement Design Guide (MEPDG) require the input of the dynamic modulus (E*) of hot-mix asphalt concrete. In addition, the E* test has been proposed as a “simple performance test” for use in mixture design and construction quality control. Objectives of this study included conducting the dynamic modulus test, evaluating the accuracy/variability of test results, constructing master curves for the mixtures tested, and evaluating the Witczak predictive equation contained in the MEPDG for determining E*. Three replicate test specimens were prepared for this study for each of two aggregate types, two binder grades, three nominal maximum aggregate sizes, and two air voids levels. The analysis showed that the variability of the average dynamic modulus for each set of four replicates was acceptable. Since the dynamic modulus tests were run at intermediate temperatures in this study, a modified procedure, using Arrhenius and power functions, was employed to construct the master curves. Based on the master curves, the effects of aggregate size, binder content, and air voids on the tested asphalt mixtures were evaluated and determined to be consistent and reasonable. The correlation of measured and predicted values (from the Witczak equation) was then assessed using the goodness-of-fit statistics. The measured and predicted values were also compared by matching the two values and master curve comparison. The goodness-of-fit statistics showed that the performance of the Witczak equation in predicting the dynamic moduli of the mixtures used in this study was very good to excellent, and the Witczak predictive equation had good correlation to the measured dynamic modulus values. The master curve comparison of measured and predicted values also confirmed that the Witczak predictive equation fitted the test data in this study very well. The testing procedure and results of this study are recommended for preparing input data for the MEPDG. KW - Creep KW - Dynamic modulus of elasticity KW - Flexible pavements KW - Goodness of fit KW - Hot mix asphalt KW - Mathematical prediction KW - Measurement KW - Mechanistic-Empirical Pavement Design Guide KW - Stiffness KW - Witczak equation UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%200304.pdf UR - https://trid.trb.org/view/1334569 ER - TY - RPRT AN - 01526367 AU - Structure Design and Rehabilitation, Incorporated AU - Federal Highway Administration TI - Prefabricated Steel Bridge Systems PY - 2005/09//Final Report SP - 261p AB - The main objective of the present study was to identify and assess the use of new and innovative prefabricated steel bridge systems/elements and methods in bridge construction, rehabilitation and replacement. To this end, the study was divided into three phases. In the first phase, a literature review was first performed on the history of steel bridges. The current practice and applications of prefabricated systems were then discussed, including innovations that are currently being implemented, as well as several designs schemes that are still in the experimental phase of development. In the second phase of the study, two steel bridge concepts were developed and detailed, using innovative prefabrication and construction techniques. Both concepts are based on modular units made of steel girders and concrete deck. In the third (optimization) phase, the two concepts were optimized using Genetic Algorithms (GA) and Surrogate Based Optimization (SBO) techniques taking into account objective constraints such as weight limitation due to transportation, and Load and Resistance Factor Design (LRFD) code requirements. Finally, the main findings of the study are presented, followed by recommendations for future research work. KW - Bridge construction KW - Bridge design KW - Genetic algorithms KW - Literature reviews KW - Load and resistance factor design KW - Optimization KW - Prefabricated bridges KW - Recommendations KW - Rehabilitation (Maintenance) KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/prefab/psbsreport.pdf UR - https://trid.trb.org/view/1308577 ER - TY - RPRT AN - 01507022 AU - United States Federal Highway Administration TI - US 6 from I-15 in Spanish Fork to I-70 in Green River in Utah, Wasatch, Carbon, and Emery counties : environmental impact statement PY - 2005/09//Volumes held: Draft(2v)(v.2 folio), Dsup, F(3v)(v.3 folio) KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/1291346 ER - TY - RPRT AN - 01357300 AU - National Transportation Research Center, Incorporated AU - Federal Highway Administration TI - Heavy Vehicle Infrastructure Asset Interaction Collision PY - 2005/09 SP - 50p AB - The main objectives of this research task were to conduct an in-depth evaluation of the single-unit truck (SUT) finite element model with respect to its ability to accurately simulate its interaction with roadside safety hardware and to identify areas of possible improvements. The model’s primary purpose is to be used as a “bullet” object for computational evaluation of roadside safety hardware. This report outlines the methodology used in evaluating, validating against experimental data and updating the FE model. A new Hypertext Markup Language (HTML)-based documentation has been developed to facilitate the model adoption and understanding of prospective users. The overall methodology used by the participants - from evaluation to validation to documentation - is outlined in this report and can be applied to other basic vehicle FE models currently available in public domain. The goal of the project was also to establish a methodology for validation and verification of the finite element models used in roadside hardware analysis so that it could be applied to other vehicle finite element models currently under development. KW - Crashes KW - Finite element method KW - Heavy vehicles KW - Methodology KW - Roadside safety hardware KW - Simulation KW - Single unit trucks UR - http://www.ntrci.org/ntrci-24-2005-007 UR - https://trid.trb.org/view/1122733 ER - TY - RPRT AN - 01357205 AU - Kilgore, Roger T AU - Cotton, George K AU - Kilgore Consulting & Management AU - National Highway Institute AU - Federal Highway Administration TI - Design of Roadside Channels with Flexible Linings Hydraulic Engineering Circular Number 15, Third Edition PY - 2005/09//Final Report (3rd Edition) SP - 154p AB - Flexible linings provide a means of stabilizing roadside channels. Flexible linings are able to conform to changes in channel shape while maintaining overall lining integrity. Long-term flexible linings such as riprap, gravel, or vegetation (reinforced with synthetic mats or unreinforced) are suitable for a range of hydraulic conditions. Unreinforced vegetation and many transitional and temporary linings are suited to hydraulic conditions with moderate shear stresses. Design procedures are given for four major categories of flexible lining: vegetative linings; manufactured linings (RECPs); riprap, cobble, gravel linings; and gabion mattress linings. Design procedures for composite linings, bends, and steep slopes are also provided. The design procedures are based on the concept of maximum permissible tractive force. Methods for determination of hydraulic resistance applied shear stress as well as permissible shear stress for individual linings and lining types are presented. This edition includes updated methodologies for vegetated and manufactured lining design that addresses the wide range of commercial products now on the market. This edition also includes a unified design approach for riprap integrating alternative methods for estimating hydraulic resistance and the steep slope procedures. Other minor updates and corrections have been made. This edition has been prepared using dual units. KW - Channel linings KW - Channel stabilization KW - Design methods KW - Flexibility KW - Gabions KW - Hydraulics KW - Riprap KW - Shear stress KW - Tractive forces KW - Vegetation UR - http://www.fhwa.dot.gov/engineering/hydraulics/pubs/05114/05114.pdf UR - https://trid.trb.org/view/1120860 ER - TY - RPRT AN - 01343374 AU - Olson, Larry D AU - Olson Engineering, Incorporated AU - Federal Highway Administration TI - Dynamic Bridge Substructure Evaluation and Monitoring PY - 2005/09//Final Report SP - 219p AB - This research project was funded to investigate the possibility that, by measuring and modeling the dynamic response characteristics of a bridge substructure, it might be possible to determine the condition and safety of the substructure and identify its foundation type (shallow or deep). Determination of bridge foundation conditions with this approach may be applied to quantify losses in foundation stiffness caused by earthquakes, scour, and impact events. Identification of bridge foundation type may be employed to estimate bridge stability and vulnerability under dead and live load ratings, particularly for unknown bridge foundations. KW - Bridge foundations KW - Bridge substructures KW - Condition (Bridges) KW - Condition surveys KW - Live loads KW - Monitoring KW - Nondestructive tests KW - Scour KW - Stability analysis KW - Static loads UR - http://www.fhwa.dot.gov/publications/research/infrastructure/geotechnical/03089/03089.pdf UR - https://trid.trb.org/view/1105159 ER - TY - RPRT AN - 01156916 AU - Reza, Farhad AU - Boriboonsomsin, Kanok AU - Bazlamit, Subhi M AU - Ohio Northern University, Ada AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Development of a Composite Pavement Performance Index PY - 2005/09//Final Report SP - 96p AB - Every agency responsible for the maintenance of roadway systems faces the problem of insufficient funding to perform all of the necessary repairs on all pavement sections. Therefore, highway agencies must adopt a pavement management system (PMS) to help set priorities. The PMS includes a method for evaluating pavement performance on a routine basis and identifying sections with a need for rehabilitation or maintenance. A comprehensive evaluation of a pavement section should include surface friction, structural adequacy, pavement distress and roughness. Due to the prohibitive costs, surface friction and structural adequacy are not commonly used in the United States as part of the routine inspection procedure for pavements. Many states in the U.S. use a pavement rating system that is based solely on visible surface distresses, while others use an index based on ride quality alone, to perform the regular evaluation of pavements and to select projects for rehabilitation or maintenance. Some states use a combination of distress and ride quality. The Ohio Department of Transportation (ODOT) utilizes the Pavement Condition Rating (PCR), which is based on surface distress, for project selection. Studies show that pavement roughness is the most important issue for customer satisfaction followed by distress. Roughness may also lead to increased deterioration rates, which in turn increase the severity of the roughness. This report outlines the development of a new performance index for pavements that incorporates aspects of ride quality together with surface distress, for possible adoption by ODOT. The proposed index is called the Pavement Quality Index (PQI). The PQI does not require any new measurements or methods; rather, it simply utilizes procedures that are already in place and well established in Ohio. The PQI is an amalgam of the PCR and the International Roughness Index (IRI). The new composite performance index is expected to result in an increase in user satisfaction with highway systems, together with improved decision-making in the pavement management process. KW - Condition surveys KW - International Roughness Index KW - Maintenance management KW - Pavement maintenance KW - Pavement management systems KW - Pavement performance KW - Ride quality KW - Roughness UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A62873456 UR - https://trid.trb.org/view/917555 ER - TY - RPRT AN - 01155091 AU - Zalewski, Bartlomiej AU - Huckelbridge, Arthur AU - Case Western Reserve University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Dynamic Load Environment of Bridge-Mounted Sign Support Structures PY - 2005/09//Final Report SP - 67p AB - An investigation was conducted into the failure of a welded aluminum truss sign support structure on an existing interstate highway bridge. The investigation was conducted in three main steps; 1) fatigue testing in the laboratory of surviving segments of the failed sign, 2) collection of dynamic response data of the identical replacement structure in situ, and 3) finite element modeling and simulation of the bridge and truss structural system. The welded aluminum space truss indicated a typical fatigue failure, with a fatigue crack initiating at a welded chord/diagonal connection detail (AASHTO fatigue category ET; CAFL = .44 ksi). Fatigue testing in the laboratory of surviving segments of the structure produced an identical fatigue failure at a similar location after 3,000,000 load cycles at a 1 ksi stress range. Field monitoring of acceleration data at three different locations of the in-situ truss was conducted in order to characterize the dynamic behavior of the truss and the bridge structural system. A finite element model of a segment of the multi-span bridge which included the mounting location of the sign support truss, was assembled. In the modeling of the truss a moving traffic load, consisting of a single truck, was considered. A modal time history analysis for moving vehicle loads was performed. The analysis results indicated that the failure was a classical fatigue rupture, induced primarily by the dynamic effect of moving truck traffic on the bridge. Even though inferred cyclic stress levels were well below the CAFL for the detail in question, the extremely high number of low amplitude traffic-induced stress cycles (in the hundreds of millions), combined with the absence of an endurance limit for welded aluminum, resulted in the observed failure. (A typical truck passage resulted in roughly 75 stress cycles in the truss, due to the low damping and extended time of vibration decay.) The predicted lifetime of the replacement sign support structure is approximately that exhibited by the original structure, namely thirty to forty years. KW - Aluminum KW - Dynamic loads KW - Failure KW - Sign supports KW - Trusses KW - Weldments UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A62498742 UR - https://trid.trb.org/view/915937 ER - TY - RPRT AN - 01104275 AU - Hwang, Joonho AU - Humphrey, Aaron AU - Bobet, Antonio AU - Santaga, Maria Caterina AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Stabilization and Improvement of Organic Soils PY - 2005/09//Final Report SP - 268p AB - Peats and organic soils in general pose significant problems to geotechnical engineers due to their low strength, high compressibility and elevated creep. The research performed addressed one soil improving technique, deep soil mixing, that has been widely used for treating soft clays, but that especially in the US has found limited use in presence of organic soils. The work performed made use primarily of one soil sampled on Lindberg Road (LR) in West Lafayette, Indiana characterized by LOI= 45-52%, LL= 327%, PL= 162%, LLoven dried/LLnon-dried = 0.31, Gs = 2.05-2.12, fiber content ~2.29%, clay fraction = 40.6%. In addition, a limited number of tests were performed making use of soils with LOI of 10-20%, manufactured in the lab from LR soil and an illitic clay. A procedure was developed for preparing samples of reconstituted LR soil both untreated and mixed with a binder and which included a “curing” stage under a surcharge to simulate treatment at depth. Specimens obtained from these samples were used for the engineering tests which included constant rate of strain (CRS) consolidation tests, end-of-primary incremental loading (EOP-IL) consolidation tests with one long term creep stage, and unconfined compression tests. A battery of characterization tests and an in depth review of the literature complemented this work. Unconfined compression tests provided a preliminary evaluation of the effects of treatment on the strength of the soil; highlighted the effects of curing under a surcharge; and allowed to identify in Portland cement (PC) the most promising binder, which was subsequently used for all other engineering tests, at dosages ranging from 8% (~25 kg/m3) to 100% (~320 kg/m3)by dry mass of the soil. The results of the consolidation tests highlighted how the accurate characterization of the primary consolidation behavior of soils characterized by high tendency to creep must rely on either CRS or EOP-IL loading tests and demonstrated the effects of treatment with cement on the stiffness, the hydraulic conductivity, the rate of consolidation and the rate of creep of the soil. Specifically, the tests showed how the addition of cement is associated with the development of a preconsolidation pressure and the shift of the compression curve towards higher effective stresses. Once this yield stress is exceeded the compressibility in the virgin compression range is found not to vary significantly with cement content. Also associated with the addition of cement is an increase in the hydraulic conductivity, an increase in the coefficient of consolidation, and a reduction in the creep coefficient at any given stress level. Moreover, the Cα/Cc ratio decreases markedly with cement addition indicating a decreased susceptibility of the soil to creep. All these effects are more marked with increasing cement content and the treatment appear especially effective once the PC% exceeds 50% (~160 kg/m3). KW - Compressive strength KW - Constant rate of strain KW - Organic soils KW - Shear strain KW - Soil consolidation test KW - Soil stabilization KW - Strain (Mechanics) KW - Structural analysis KW - Unconfined compressive strength UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2564&context=jtrp UR - https://trid.trb.org/view/864003 ER - TY - RPRT AN - 01084251 AU - Scriba, Tracy AU - Sankar, Param AU - Jeannotte, Krista AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Implementing the Rule on Work Zone Safety and Mobility PY - 2005/09 SP - 103p AB - In September 2004, the Federal Highway Administration (FHWA) published updates to the work zone regulations at 23 CFR 630 Subpart J. The updated rule is referred to as the Work Zone Safety and Mobility Rule (Rule) and applies to all State and local governments that received 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 led 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 standard 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. To help transportation agencies understand and implement the provisions of the Rule, FHWA has been developing four guidance documents. This Guide is the main Rule Implementation Guide and provides a general overview of the Rule and overarching guidance for implementing the provisions of the Rule. This document includes guidelines and sample approaches, examples from transportation agencies using practices that relate to the Rule, and sources for more information. While this Guide covers aspects of the Rule, it also contains information that can be useful to agencies in all of their efforts to improve safety and mobility in and around work zones, and thereby support effective operations and management of our transportation system. KW - Compliance KW - Construction projects KW - Guidelines KW - Handbooks KW - Highway maintenance KW - Implementation KW - Mobility KW - Rehabilitation (Maintenance) KW - Road construction KW - Work zone safety KW - Work Zone Safety and Mobility Rule KW - Work zone traffic control UR - http://ops.fhwa.dot.gov/wz/rule_guide/rule_guide.pdf UR - https://trid.trb.org/view/843661 ER - TY - RPRT AN - 01044290 AU - Wang, Jyh-Hone AU - Collyer, Charles E AU - Yang, Chun-Ming AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - Enhancing Motorist Understanding of Variable Message Signs PY - 2005/09//Final Report SP - 65p AB - This report presents a study that assessed drivers' responses to and comprehension of variable message sign (VMS) messages displayed in different ways with the intent to help enhance message display on VMSs. Firstly, a review of literatures and current practices regarding the design and display of VMS messages is presented. Secondly, the study incorporates three approaches in the assessment. Questionnaire surveys were designed to investigate the preferences of highway drivers in regards to six message display settings, they were: number of message frames, flashing effect, color, color combinations, wording, and use of abbreviations. Lab experiments were developed to assess drivers' responses to a variety of VMS messages in a simulated driving environment. Two groups of factors, within-subject and between-subject factors, were considered in the design of experiment. Within-subject factors included message flashing and color combination. Between-subject factors were age and gender. To help validate results found from lab experiments, field studies were set up to study drivers' response to VMS in real driving environment. Thirty-six subjects, from three age populations (20-40, 40-60, above 60 yrs old) with balanced genders, were recruited to participate in both questionnaire surveys and lab experiments while eighteen of them participated in field studies on a voluntarily basis. The study findings suggest a specific set of VMS features that might help traffic engineers and highway management design VMS signs that could be noticed, understood and responded to in a more timely fashion. Safer and more proactive driving experiences could be achieved by adopting these suggested VMS features. KW - Abbreviations KW - Assessments KW - Color KW - Color combination KW - Drivers KW - Experiments KW - Field studies KW - Flashing effect KW - Gender KW - Literature reviews KW - Messages (Communications) KW - Reaction time KW - Surveys KW - Traffic engineers KW - Variable message signs UR - https://trid.trb.org/view/804157 ER - TY - RPRT AN - 01042168 AU - Groeger, Jonathan L AU - Bro, Anders AU - Axiom Decision Systems, Incorporated AU - Geotest Unlimited, Incorporated AU - Federal Highway Administration TI - Long-Term Pavement Performance Materials Characterization Program: Verification of Dynamic Test Systems with an Emphasis on Resilient Modulus PY - 2005/09//Final Report SP - 104p AB - This document describes a procedure for verifying a dynamic testing system (closed-loop servohydraulic). The procedure is divided into three general phases: (1) electronic system performance verification, (2) calibration check and overall system performance verification, and (3) proficiency testing. This procedure may be used to evaluate a wide range of equipment and has applications to many test procedures. Implementation of this procedure in the Federal Highway Administration contractor laboratories has greatly reduced the within- and between-lab variability associated with the Long-Term Pavement Performance resilient modulus test procedures. KW - Calibration KW - Dynamic tests KW - Equipment tests KW - Laboratories KW - Long-Term Pavement Performance Program KW - Materials characterization KW - Materials tests KW - Modulus of resilience KW - Servohydraulic testing system KW - System performance KW - Test procedures KW - Testing equipment UR - http://www.fhwa.dot.gov/pavement/ltpp/pubs/02034/02034.pdf UR - https://trid.trb.org/view/803257 ER - TY - RPRT AN - 01042079 AU - Abolmaali, Ali AU - Ardekani, Siamak AU - Jung, Jiwon AU - University of Texas, Arlington AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Design Criteria for CCTV Camera Poles PY - 2005/09//Technical Report SP - 182p AB - Design equations for steel and Fiber Reinforced Polymer (FRP) Closed Circuit Television (CCTV) camera poles are developed using full scale experimental testing and detailed finite element analyses. This study presents the development of three-parameter load-deflection models for steel and FRP poles commonly used to support CCTV cameras. An experimental investigation is carried out to obtain static load-deflection characteristics of tapered octagonal steel cross section and circular FRP cross section poles. Numerical results generated from a three-dimensional isoparametric finite element model (FEM) considering coupled nonlinear algorithms for material, geometric, contact, and pre-tensioning effects are compared with those obtained experimentally. Eight-node elasto-plastic solid element is employed to model the pole, end-plate, bolts, concrete base, and laboratory reaction floor. The laboratory reaction floor is modeled with a thick plate having infinite stiffness. The pretensioning effect is modeled by using a pretension element. A surface-to-surface contact algorithm is used to simulate the interaction between contact surfaces of bolt head, shank, and nut with end-plate and bolt holes. Newton-Raphson scheme is used in the nonlinear regime, and convergence is checked using Hilbert L-2 norm and energy-based convergence. A parametric study is conducted to verify the validity of the FEM and the analysis algorithms by observing the effects of the geometric and force-related variables, one at a time, on the load-deflection characteristics of the poles. KW - Cameras KW - Closed circuit television KW - Deflection KW - Design KW - Fiber reinforced plastics KW - Finite element method KW - Poles (Supports) KW - Pretensioning KW - Steel KW - Testing UR - https://trid.trb.org/view/798496 ER - TY - RPRT AN - 01032999 AU - Kopf, Jaime AU - Ishimaru, John M AU - Nee, Jennifer AU - Hallenbeck, Mark E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Central Puget Sound Freeway Network Usage and Performance, 2003 Update PY - 2005/09//Final Report SP - 121p AB - This summary report presents an overview of the level of traveler usage (e.g., how many vehicles use the freeways), and travel performance (e.g., how fast they are traveling, where and how often congestion occurs) on the principal urban freeways in the central Puget Sound area. The freeways studied in this project are managed by the Washington State Department of Transportation (WSDOT) using its FLOW system, a coordinated network of traffic monitoring, measuring, information dissemination, and control devices that operates on urban state and Interstate highways in the central Puget Sound region. Data presented in this report were collected by the WSDOT’s freeway surveillance system. The project that led to this report is intended to meet two separate purposes: 1) to enhance WSDOT’s ability to monitor and improve its traffic management effort on Seattle-area highways, and 2) to provide useful information to the public and decision makers about the status of the freeway system’s operational performance. This report is primarily intended to meet the second of these objectives. However, the software developed to assist in freeway data analysis for this project and many of the graphics presented in this report are directly applicable to the first objective. KW - Archived data user services KW - Data collection KW - Freeway performance KW - Freeways KW - Highway traffic control KW - Information dissemination KW - Puget Sound KW - Seattle (Washington) KW - Traffic congestion KW - Traffic control devices KW - Traffic measurement KW - Traffic surveillance UR - http://www.wsdot.wa.gov/research/reports/fullreports/623.1.pdf UR - https://trid.trb.org/view/788564 ER - TY - RPRT AN - 01031564 AU - Roberson, Rod AU - Hansen, Janet AU - Rutgers University, Piscataway AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - New Jersey Interagency Emergency Management Plan PY - 2005/09//Final Report SP - 24p AB - This report outlines the research and work performed to lay the foundation for the development of a New Jersey Interagency Emergency Management Plan. The research into existing practices within the four state level transportation agencies reveals that the agencies continue to practice silo style management to operate the state roadway network. Interagency communications is minimal and lacks protocols. The agencies operate individual roadways but fail to operate the road network. A new paradigm to operate the road network is warranted. Agencies must consider the impacts on other roadways prior to taking action. Real time communications and inter-agency coordination would enhance operation along the routes. KW - Communications KW - Emergency management KW - Interagency relations KW - New Jersey KW - Research reports KW - Road networks KW - Transportation departments UR - http://cait.rutgers.edu/files/133-RU9000.pdf UR - http://ntl.bts.gov/lib/35000/35000/35051/133-RU9000.pdf UR - https://trid.trb.org/view/787548 ER - TY - RPRT AN - 01031294 AU - Palmatier, Amanda H AU - Frank, Karl H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - UIT Application During Fabrication PY - 2005/09//Technical Report SP - 37p AB - Traffic signal mast arm baseplate connections are particularly susceptible to fatigue. The top of traffic signal mast arm welds experience fluctuating tensile stresses when wind and traffic gust loads cause the mast arm to oscillate. It has been postulated that Ultrasonic Impact Treatment (UIT) application to mast arm weld toes during the fabrication process will delay fatigue crack initiation. Successful UIT application during the fabrication process will extend fatigue lives of traffic signal mast arm welds in the field. Since mast arm welds are the weakest spot in the traffic signal structure, increased weld life translates into increased traffic signal life. Previous research claims that UIT is light, quiet, and easy to learn. Critical areas under scrutiny during UIT application at the fabrication plant are: time lost due to training workers, time lost during the UIT application, and efficiency of the treated poles. This report investigates the first two issues by documenting the application of UIT to fabricated mast arms at the TransAmerican Power Products facility. KW - Base plates KW - Cracking KW - Fabrication KW - Fatigue life KW - Gusts KW - Highway traffic KW - Mast arms (Traffic signals) KW - Parts of traffic signals KW - Tensile stresses KW - Traffic signals KW - Ultrasonic impact treatment KW - Welds KW - Wind UR - http://www.utexas.edu/research/ctr/pdf_reports/5_4178_01_3.pdf UR - https://trid.trb.org/view/787680 ER - TY - RPRT AN - 01029869 AU - Tsyganov, Alexei R AU - Machemehl, Randy B AU - Qatan, Ahmed AU - Warrenchuk, Nick AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Driver Responses to Urban Freeway Information Loads PY - 2005/09//Technical Report SP - 88p AB - Traffic control devices are intended to convey information to drivers enabling them to safely and efficiently negotiate highway systems. In addition to information from control devices, drivers gather information from surrounding traffic streams, highway geometry, the vehicle itself, and many off-road visual information sources. Driving on urban freeways demands a high level of driver attention to many, sometimes competing, information sources, and the driver must quickly filter these data—interpreting that which is important—and continually prepare for the next elements in the information stream. Drivers have finite abilities to receive, filter, and process information per time unit, and if the information flow reaches or exceeds typical human limits, driver stress levels may increase and important bits of information may be missed completely or misinterpreted. Relationships between information flow, driver stress, driver performance and accident experience have been hypothesized. This study classifies urban freeways in Dallas, Houston, and San Antonio, Texas, regarding the intensity of information flow or information load presented to drivers. Crash statistics for 1999, 2000, and 2001 are compared to information load rates and significant correlations are identified. Test drivers experience each of the twenty-seven information load levels identified for the freeways in the three Texas cities as they negotiate selected driving routes. A portable data acquisition system records the driver’s field of view, vehicle trajectory data, driver electro-cardiogram, and eye movements as the drivers experience the real world information flow situations. Correlations between driver stress level, characterized by heart rate or electrocardiogram wave form and information load, are identified. Thresholds for minimum and maximum desirable numbers of traffic control signs per unit distance are developed for freeways having two, three or four, and five or more lanes per direction. A methodology for classifying urban freeways regarding information loads presented to drivers is described. KW - Attention KW - Behavior KW - Cities KW - Crash data KW - Dallas (Texas) KW - Drivers KW - Driving KW - Freeways KW - Highway traffic control KW - Houston (Texas) KW - Human information processing KW - Human subject testing KW - Information flow KW - Information load KW - Performance KW - San Antonio (Texas) KW - Statistics KW - Stress (Physiology) KW - Stress (Psychology) KW - Traffic control devices KW - Traffic crashes KW - Traffic signs KW - Urban highways UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4621_2.pdf UR - https://trid.trb.org/view/786691 ER - TY - RPRT AN - 01029101 AU - Fishman, Kenneth L AU - McMahon and Mann Consulting Engineers, P.C. AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Phase II: Condition Assessment and Evaluation of Rock Reinforcement Along I-93 Barron Mountain Rock Cut, Woodstock, NH: Validation of NDT Results for Condition Assessment of Rock Reinforcements PY - 2005/09//Final Report - Phase II SP - 263p AB - Thirty-year-old rock reinforcements at the Barron Mountain rock cut along I-93 near Woodstock, New Hampshire are the subject of condition assessment and estimation of remaining service-life. The New Hampshire Department of Transportation (NHDOT) and McMahon & Mann Consulting Engineers, P.C. (MMCE) performed the condition assessment in two phases. Phase I of the condition assessment was completed in the fall of 2003 and included an evaluation of site conditions, a review of installation details, estimation of remaining service life and condition assessment using nondestructive testing (NDT). MMCE submitted an interim report to NHDOT in February 2004 describing results from Phase I and recommendations for Phase II. The second phase of the project (Phase II) consisted of invasive testing of selected reinforcements to verify results from Phase I. Phase II was conducted in the fall of 2004 as a pooled fund study [TPF-5(096)] with participation from the New Hampshire (lead agency), New York and Connecticut Departments of Transportation and the Federal Highway Administration. The invasive test program included lift-off tests and physical, chemical and metallurgical testing on steel and grout samples retrieved from exhumed reinforcements. Replacement reinforcements were installed prior to invasive testing at selected locations. Examinations of exhumed rock bolt samples tended to confirm results from NDT that recognized the occurrence of corrosion. Tendon elements protected by portland cement grout were in very good condition compared to the resin grouted rock bolts and this observation is also consistent with results from NDT. Only minor corrosion was observed along the tendon sample. It was estimated that the portland cement grout will continue to protect the steel reinforcements for at least another twenty years. KW - Barron Mountain KW - Chemical tests KW - Condition surveys KW - Corrosion KW - Evaluation and assessment KW - Grout KW - Metallography KW - Nondestructive tests KW - Portland cement KW - Reinforcement (Engineering) KW - Rock reinforcement KW - Rockbolts KW - Rocks KW - Service life KW - Site conditions KW - Steel KW - Tendons KW - Woodstock (New Hampshire) UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/13733l_report2.pdf UR - https://trid.trb.org/view/784416 ER - TY - RPRT AN - 01025851 AU - Medina-Chavez, Cesar Ivan AU - Won, Moon AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design Standards, Special Specifications, and Monitoring Plan for PCP in Texas PY - 2005/09//Technical Report SP - 60p AB - The design and construction of prestressed concrete pavement (PCP) are not common tasks in the pavement industry. However, the promising performance of PCP has raised its support from highway agencies in the last few years. The next step for the full acceptance of PCP is to demonstrate its cost-effectiveness for the long-term. This document describes the tasks that have been pursued for the completion of the design, the preparation of special specifications, and design standards for a project to be built on IH-35, near Hillsboro, Texas in the Waco District. KW - Cost effectiveness KW - Design standards KW - Hillsboro (Texas) KW - Monitoring plan KW - Pavement design KW - Pavement performance KW - Prestressed concrete pavements KW - Road construction KW - Specifications UR - http://www.utexas.edu/research/ctr/pdf_reports/5_4035_01_1.pdf UR - https://trid.trb.org/view/782656 ER - TY - RPRT AN - 01025846 AU - Tsyganov, Alexei R AU - Machemehl, Randy B AU - Warrenchuk, Nicholas M AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Safety Impact of Edge Lines on Rural Two-Lane Highways PY - 2005/09//Technical Report SP - 126p AB - Pavement markings are an important part of the traffic control system, especially on rural two-lane roadways where these treatments often are the major traffic control measure. Compared to other types of longitudinal markings, the effect of edge lines on safety and driver behavior has been much less investigated. However, such markings may have a positive impact on the reduction of crashes on two-lane rural roads, as well as on the general comfort level of driving. This study compiled an inventory of rural two-lane highways under the operation of the Texas Department of Transportation (TxDOT), investigated typical dimensions and characteristics of such roadways, and utilized this information to perform a detailed accident statistic analysis. Crash statistics comparisons were made for highways with and without edge lines. In addition to general accident frequency analysis, varying traffic lane and shoulder widths, and roadway curvature, factors such as accident type, intersection presence, light condition, surface condition, crash-supporting factors, severity, driver age, and driver gender were considered. The research found that edge-line treatments on rural two-lane roadways may reduce accident frequency up to 26% and the highest safety impacts occur on curved segments of roadways with lane widths of 9 to 10 ft. In addition, edge-line presence shows some positive safety impact in reducing speeding-related accidents during darkness that may be related to better driver path and speed perception. KW - Crash analysis KW - Crash types KW - Crashes KW - Curvature (Road) KW - Darkness KW - Driver age KW - Edge lines KW - Gender KW - Highway curves KW - Highway safety KW - Highway traffic control KW - Intersections KW - Lane width KW - Lighting KW - Road markings KW - Rural highways KW - Shoulder width KW - Speeding KW - Statistical analysis KW - Traffic lanes KW - Two lane highways UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5090_1.pdf UR - https://trid.trb.org/view/782658 ER - TY - RPRT AN - 01025740 AU - Fitzpatrick, Kay AU - Schneider, William H AU - Park, Eun Sug AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Comparisons of Crashes on Rural Two-Lane and Four-Lane Highways in Texas PY - 2005/09//Technical Report SP - 170p AB - The selection of the cross section for a roadway is a critical decision in the design process. This decision substantially impacts safety, capacity, and cost. Although capacity and cost considerations are generally readily evaluated, the impact of the cross section on safety is not always apparent. Lane width and shoulder width can have a significant impact on safety of rural two-lane and four-lane highways. Prediction models were used to generate estimates of the percent change in crashes between different shoulder or lane width decisions. These values can be used when evaluating alternatives. The prediction equations can also be used to identify the mean crash value over roadway segments of similar conditions. An upgrade for a rural two-lane highway to a rural four-lane divided highway with full shoulders can provide significant crash reductions. A conversion from a two-lane with wide shoulder cross section to a four-lane with narrow shoulder cross section should be considered only at very high average daily traffic counts and wide surface widths based on safety. Several variables were found through the literature and through this research that affect crash prediction at rural intersections. Those elements that can be influenced by designers with the greatest benefits in decreasing crashes include left-turn lanes, lighting, and wider right shoulders. KW - Alternatives analysis KW - Costs KW - Crashes KW - Cross sections KW - Four lane highways KW - Highway capacity KW - Highway design KW - Highway safety KW - Lane width KW - Left turn lanes KW - Mathematical models KW - Mathematical prediction KW - Rural highways KW - Shoulder width KW - Street lighting KW - Texas KW - Two lane highways UR - http://tti.tamu.edu/documents/0-4618-1.pdf UR - https://trid.trb.org/view/782850 ER - TY - RPRT AN - 01023854 AU - Cable, James K AU - Fanous, Fouad S AU - Ceylan, Halil AU - Wood, Douglas AU - Frentress, Daniel AU - Tabbert, Toni AU - Oh, Sun-Yoong AU - Gopalakrishnan, Kasthurirangan AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Design and Construction Procedures for Concrete Overlay and Widening of Existing Pavements PY - 2005/09//Final Report SP - 150p AB - State Highway Departments and local street and road agencies are currently faced with aging highway systems and a need to extend the life of some of the pavements. The agency engineer should have the opportunity to explore the use of multiple surface types in the selection of a preferred rehabilitation strategy. This study was designed to look at the portland cement concrete overlay alternative and especially the design of overlays for existing composite (portland cement and asphaltic cement concrete) pavements. Existing design procedures for portland cement concrete overlays deal primarily with an existing asphaltic concrete pavement with an underlying granular base or stabilized base. This study reviewed those design methods and moved to the development of a design for overlays of composite pavements. It deals directly with existing portland cement concrete pavements that have been overlaid with successive asphaltic concrete overlays and are in need of another overlay due to poor performance of the existing surface. The results of this study provide the engineer with a way to use existing deflection technology coupled with materials testing and a combination of existing overlay design methods to determine the design thickness of the portland cement concrete overlay. The design methodology provides guidance for the engineer, from the evaluation of the existing pavement condition through the construction of the overlay. It also provides a structural analysis of various joint and widening patterns on the performance of such designs. This work provides the engineer with a portland cement concrete overlay solution to composite pavements or conventional asphaltic concrete pavements that are in need of surface rehabilitation. KW - Asphalt concrete pavements KW - Concrete overlays KW - Deflection KW - Design methods KW - Evaluation KW - Granular bases KW - Pavement design KW - Pavement performance KW - Pavement widening KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Road construction KW - Structural analysis UR - http://publications.iowa.gov/id/eprint/3546 UR - http://www.ctre.iastate.edu/reports/oreo_design.pdf UR - https://trid.trb.org/view/781455 ER - TY - RPRT AN - 01022695 AU - Beckham, Tony L AU - Sun, Leiching AU - Hopkins, Tommy C AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Corrosion Evaluation of Mechanically Stabilized Earth Walls PY - 2005/09//Final Report SP - 29p AB - Numerous reinforced walls and slopes have been built over the past four decades in Kentucky, the United States, as well as worldwide. Tensile elements used in constructing low-cost reinforcing walls and slopes consist of metal polymer strips or grids. Although reinforced structures have been used extensively, the effects of corrosion on the metal tensile elements are unknown. Mechanically stabilized earth walls are expected to remain stable for many decades. An examination of the effects of corrosion of metal tensile elements used to construct these walls can provide invaluable data regarding the longevity of reinforced walls and slopes. Four mechanically stabilized earth walls constructed with galvanized steel reinforcing elements were instrumented and corrosion rates obtained. Corrosion data obtained indicate the designed sacrificial thickness will not be used during the design life of the structures. No visible corrosion was observed in reinforcing elements removed from a mechanically stabilized earth wall that had been in service for more than 20 years. A database was constructed to manage inventory of mechanically stabilized earth walls constructed and maintained by the Kentucky Transportation Cabinet. KW - Corrosion KW - Databases KW - Earth walls KW - Evaluation KW - Galvanized steel KW - Inventory KW - Kentucky KW - Mechanically stabilized earth KW - Metals KW - Polymers KW - Reinforcing materials KW - Slopes KW - Thickness UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_28_SPR_239_02_1F.pdf UR - https://trid.trb.org/view/778634 ER - TY - RPRT AN - 01022692 AU - Fitzpatrick, Kay AU - Schneider, William H AU - Park, Eun Sug AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Comparison of Crashes on Rural Two-Lane and Four-Lane Highways in Texas PY - 2005/09//Technical Report SP - 170p AB - The selection of the cross section for a roadway is a critical decision in the design process. This decision substantially impacts safety, capacity, and cost. Although capacity and cost considerations are generally readily evaluated, the impact of the cross section on safety is not always apparent. Lane width and shoulder width can have a significant impact on safety of rural two-lane and four-lane highways. Prediction models were used to generate estimates of the percent change in crashes between different shoulder or lane width decisions. These values can be used when evaluating alternatives. The prediction equations can also be used to identify the mean crash value over roadway segments of similar conditions. An upgrade for a rural two-lane highway to a rural four-lane divided highway with full shoulders can provide significant crash reductions. A conversion from a two-lane with wide shoulder cross section to a four-lane with narrow shoulder cross section should be considered only at very high average daily traffic counts and wide surface widths based on safety. Several variables were found through the literature and through this research that affect crash prediction at rural intersections. Those elements that can be influenced by designers with the greatest benefits in decreasing crashes include left-turn lanes, lighting, and wider right shoulders. KW - Average daily traffic KW - Costs KW - Cross sections KW - Divided highways KW - Equations KW - Four lane highways KW - Highway capacity KW - Highway design KW - Highway safety KW - Intersections KW - Lane width KW - Left turn lanes KW - Literature reviews KW - Mathematical models KW - Mathematical prediction KW - Mean crash value KW - Road shoulders KW - Rural areas KW - Street lighting KW - Texas KW - Traffic counts KW - Traffic lanes KW - Traffic safety KW - Two lane highways KW - Width UR - https://trid.trb.org/view/778720 ER - TY - RPRT AN - 01022661 AU - Thomas, Gary B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development and Delivery of Research Implementation Workshops in Transportation Operations and Management PY - 2005/09//Implementation Report SP - 20p AB - Bridging the gap between state-of-the-art and state-of-the-practice is vital to improving the safety and efficiency of our streets and highways. The goal of this project was to present practitioners with the latest tools and innovations in transportation engineering through interactive adult-learner-oriented workshops. The topics of the workshops focused on traffic operations research projects recently completed at the Texas Transportation Institute. In all, nine workshops were developed and taught 39 times to approximately 700 participants. KW - Development KW - Highways KW - Implementation KW - Innovation KW - Research KW - State of the art KW - State of the practice KW - Streets KW - Texas KW - Training KW - Transportation engineering KW - Transportation management KW - Transportation operations KW - Transportation safety KW - Workshops UR - https://trid.trb.org/view/777956 ER - TY - RPRT AN - 01019652 AU - Bonneson, James A AU - Zimmerman, Karl H AU - Pratt, Michael P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Red-Light-Running Handbook Workshop Series: Year 1 Summary Report PY - 2005/09//Implementation Report SP - 18p AB - A recent analysis of Texas crash data indicated that there are about 121 fatal crashes each year in Texas that are attributable to red-light violations. It was also found that about 37,702 red-light-running-related crashes occur each year in Texas. These crashes have a societal cost to Texans of about $2.0 billion dollars each year. Engineering and enforcement countermeasures have been shown to reduce red-light violations, related crashes, or both by at least 10 to 30%. If even a 10% reduction in crashes were obtained by the use of one or more countermeasures, Texas motorists could save $140 million annually. This report describes the activities undertaken to conduct a series of intersection safety workshops. The focus of the workshop is on countermeasures intended to treat intersections with frequent red-light violations and related crashes. The activities undertaken include developing the workshop training materials, identifying the workshop venues, scheduling the workshops, encouraging attendance by city and county engineers, conducting workshops, and administering a course evaluation form. A series of five workshops were completed in the first year of the project. The course evaluations completed by the participants indicate a high degree of satisfaction with the course content and format. Five additional workshops are planned for the second year of the project. Recommendations are made regarding the need for additional research to quantify the effect of some engineering countermeasures. KW - Countermeasures KW - Crash data KW - Externalities KW - Fatalities KW - Handbooks KW - High risk locations KW - Highway safety KW - Red light running KW - Signalized intersections KW - Texas KW - Traffic crashes KW - Traffic engineering KW - Traffic law enforcement KW - Traffic safety KW - Traffic violations KW - Training KW - Workshops UR - https://trid.trb.org/view/772598 ER - TY - RPRT AN - 01019630 AU - Carlson, Paul J AU - Miles, Jeffrey David AU - Pratt, Michael P AU - Pike, Adam M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Wet-Weather Pavement Markings: First Year Report PY - 2005/09//Technical Report SP - 115p AB - This report details the first year of a two-year project. During the first year the emphasis was on determining the wet-night visibility of various pavement marking systems under a variety of realistic rainfall levels. The researchers performed a literature review. They analyzed 20 years of Texas rainfall data to determine the most appropriate rainfall levels to use as design criteria for a rain tunnel. Using a low, medium, and high rainfall rate (0.28, 0.52, and 0.87 in. per hour, respectively), a 1600 ft long rain tunnel was designed and built at Texas A&M University's Riverside Campus. Experimental subjects drove through the rain tunnel and looked for pavement markings simulating skip lines. The researchers rotated pavement marking samples at different locations before each trial. The detection distance was recorded when the subject located the pavement marking sample. The data were analyzed in four main sections: waterborne paints, thermoplastics, tapes, and exotic materials. The analysis also included investigations into the wet-night visibility of rumble stripes, as well as wider lines. The measured dry and wet retroreflectivity measurements were analyzed, and the predictive capabilities of the wet retroreflectivity measurements were evaluated with respect to the wet-night detection distance of the markings. During year two the researchers will supplement the detection distance data with additional data from a second round of wet-night visibility experiments. The researchers will also consider durability and cost information before finalizing the research. The researchers will also develop and implement research activities that can be used to develop application recommendations for contrast pavement marking materials based on visibility performance, durability, and cost. KW - Detection distance KW - Evaluation KW - Highway traffic control KW - Human subject testing KW - Literature reviews KW - Night visibility KW - Rainfall KW - Retroreflectivity KW - Road marking materials KW - Road marking tapes KW - Road markings KW - Rumble strips KW - Texas KW - Thermoplastic materials KW - Traffic paint KW - Wet weather UR - https://trid.trb.org/view/772563 ER - TY - RPRT AN - 01019590 AU - Balke, Kevin AU - Chaudhary, Nadeem AU - Chu, Chi-Lueng AU - Kuchangi, Shamanth AU - Nelson, Paul AU - Songchitruksa, Praprut AU - Swaroop, Dvahg AU - Tyagi, Vipin AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Dynamic Traffic Flow Modeling for Incident Detection and Short-Term Congestion Prediction: Year 1 Progress Report PY - 2005/09//Technical Report SP - 120p AB - The purpose of this report is to summarize the research activities that were performed during the first year of this research project. In conducting this research, the research team split into several independent groups, each focusing on different aspects of the problem. One group has been focused on using weather and traffic flow conditions as predictors of incident conditions. Their activities are summarized in Chapter II. Other groups have been focused on developing models for producing short-term forecasts of potential congestion, using current measured traffic conditions. The results of these activities are summarized in Chapter III. Finally, the authors are beginning the process of developing a prototype tool that operators can use in a control center to display forecasted conditions. The beginnings of a high-level, functional specification for the tool are provided in Chapter IV. KW - Forecasting KW - Functional specifications KW - Highway traffic KW - Incident detection KW - Research KW - Traffic congestion KW - Traffic flow KW - Traffic models KW - Weather UR - https://trid.trb.org/view/772206 ER - TY - RPRT AN - 01019104 AU - McVay, Michael C AU - Wasman, Scott AU - Bullock, Paul AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Barge Impact Testing of St. George Causeway Bridge Geotechnical Investigation PY - 2005/09//Final Report SP - v.p. AB - This study reports on the insitu investigation, site stratigraphy, field monitoring, data reduction and subsequent time domain analysis of soil-structure interaction at St. George Island Causeway Pier 1S and 3S subject to barge impacts. The insitu investigation involved Standard Penetration Testing, Electric Cone Penetration Testing, Dilatometer Testing and Pressuremeter Testing. The insitu testing was used to identify soil stratigraphy, engineering properties (i.e., strength, & moduli), as well as axial T-z and lateral P-y nonlinear soil-pile spring behavior. The field instrumentation included soil total stress and pore pressure gages in front and behind the embedded pile cap as well as a fully instrumented (strain gages along length) pile attached to the lead row of the Pier 1S group (5 x 8 layout). The pier was struck multiple times with a Jumbo barge at different velocities resulting in varying peak loads (100 supra kips, 800 supra kips, 900 supra kips). The resulting pile cap displacements, soil pressures, and pile moment & shears, as well as dynamic soil-pile resistance was obtained for each impact. The field impact data suggests that significant inertia and damping resistance from the soil occurs besides static resistance for barge impact. The field tests were subsequently modeled with both LS-DYNA and FB-MultiPier in time domain analyses. The soil-pile damping resistance was characterized through viscous dampers as identified by Smith & El Naggar. In the case of Smith, the ultimate lateral soil resistance, Pu, was multiplied recommended Smith Damping, Js (0.1) for granular soil and the layer thickness. Group reduction factors, i.e., P-y multipliers were used for both the static as well as damping resistance. The predicted deflections, pile head shears, and soil resistance agreed reasonably with the field measurements. Analyses of Pier 1S & 3S revealed that at peak load, anywhere from sixty to seventy percent of the resistance may be attributed to damping and intertia. The latter suggests that time domain analysis may result in greater resistance (vs. current American Association of State Highway and Transportation Officials (AASHTO)) as well as more accurate analysis of bridge response to vessel impacts. However, further laboratory and field-testing are warranted for soil damping characterization. KW - Barges KW - Bridge piers KW - Bridges KW - Damping (Engineering) KW - Deflection KW - Dilatometers KW - Earth pressure KW - Engineering KW - Field studies KW - Field tests KW - Geotechnical engineering KW - Impact tests KW - Inertia (Mechanics) KW - Instrumentation KW - Measurement KW - Monitoring KW - Pressure gages KW - Properties of materials KW - Resistance (Mechanics) KW - Soil penetration test KW - Soil pile interaction KW - Soil structure interaction KW - St. George Causeway Bridge KW - Stratigraphy KW - Time domain analysis UR - http://www.fdot.gov/research/Completed_Proj/Summary_STR/FDOT_BD545_05_rpt.pdf UR - https://trid.trb.org/view/771789 ER - TY - RPRT AN - 01019132 AU - Dumitru, Nicoleta Ileana AU - Hossain, Mustaque AU - Wojakowski, John AU - Kansas State University, Manhattan AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Construction and Performance of Ultra-Thin Whitetopping in Kansas PY - 2005/09//Final Report SP - 41p AB - A suburban city street in Kansas was rehabilitated with a 50 mm (2 in.) Portland Cement Concrete (PCC) thin overlay, commonly known as ultra-thin whitetopping (UTW). The construction and performance of this UTW project have been described in this report. The project, constructed in the Spring of 1995, incorporated the following design features: 0.9 m x 0.9 m (3 ft x 3 ft) panels versus 1.2 m x 1.2 m (4 ft x 4 ft) panels, plain versus fiber reinforced concrete, and sealed versus unsealed joints. The project has performed fairly well to date although some test sections needed periodic maintenance and all of the test sections except two have been overlaid as of October 2001. Experience on this project shows that the UTW overlay can be easily built with conventional equipment and locally available materials. UTW also permits a skid-resistant finish to be applied. Excellent smoothness can also be obtained although the slab thickness is very small. Corner cracking appears to be the most dominant distress type, though it was observed that bond existed between the concrete and the asphalt layers even for the cracked panels. The bond appeared to degrade with time. Joint spacing has a significant effect on performance. The sections with smaller joint spacing appeared to perform better. The performance of the sections with fibers in concrete was inconclusive. Also, joint sealing did not appear to affect the performance. KW - Bond strength (Materials) KW - Construction KW - Fiber reinforced concrete KW - Joint sealing KW - Joint spacing KW - Kansas KW - Overlays (Pavements) KW - Pavement cracking KW - Pavement design KW - Pavement joints KW - Pavement performance KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Skid resistance KW - Smoothness KW - Streets KW - Test sections KW - Ultra-thin whitetopping UR - http://www.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003705299&Page=1 UR - https://trid.trb.org/view/773007 ER - TY - RPRT AN - 01019096 AU - Engelbrecht, Roelof J AU - Balke, Kevin N AU - Sunkari, Srinivasa R AU - Venglar, Steven P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Engineering Solutions to Improving Operations and Safety at Signalized Intersections Near Railroad Grade Crossings with Active Devices PY - 2005/09//Technical Report SP - 156p AB - The objective of this research project was to increase safety and reduce the disruption in coordinated operations along arterials with railroad preemption by improving the operation of traffic signal controllers near highway-railroad grade crossings. Significant safety concerns and operational problems exist at railroad-highway grade crossings adjacent to signalized intersections. While the Texas Department of Transportation (TxDOT) has developed procedures, in particular the Guide for Determining Time Requirements for Traffic Signal Preemption at Highway-Rail Grade Crossings worksheet, to address many of these concerns and operational problems, additional guidelines are needed to address other potential problems and situations. This research project: 1) determined safety, human factors, and operational problems at traffic signals near grade crossings; 2) identified and evaluated potential solutions to these problems with regard to their effectiveness and applicability in Texas; and 3) combined applicable solutions into a guideline document that will help TxDOT staff recognize and address the special circumstances associated with signals near grade crossings. The research findings can be used to evaluate and improve safety and existing operations, and also design future operations. KW - Arterial highways KW - Effectiveness KW - Evaluation KW - Guidelines KW - Highway safety KW - Highway traffic control KW - Human factors KW - Operations KW - Railroad grade crossings KW - Signalized intersections KW - Texas KW - Traffic engineering KW - Traffic signal control systems KW - Traffic signal controllers KW - Traffic signal preemption KW - Traffic signals UR - https://trid.trb.org/view/771822 ER - TY - RPRT AN - 01019022 AU - De Roche, Robert AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of TxDOT Procedures and Specifications for Testing Device Compliance to NTCIP Standards PY - 2005/09//Technical Report SP - 96p AB - The primary objectives of this two-year project are to define a framework for testing conformance to National Transportation Communications for Intelligent Transportation Systems (ITS) Protocol (NTCIP) standards, identify the approaches used to describe the extent to which testing is needed, and recommend the appropriate documentation for such testing activities. To meet these objectives, the researcher looked at what other groups and organizations have done in support of testing. The researcher then describes the basic types of testing tools and provides descriptions and comparisons of applicable products. A survey of Texas Department of Transportation (TxDOT) division and district personnel was conducted to help understand the current TxDOT testing process and to identify any specific needs. Elements of a testing framework are then discussed. This discussion covers the basic steps involved in conformance testing, how NTCIP requirements are specified, aspects of management information base (MIB) files, current testing processes, reporting results, and mapping requirements to tests. Recommendations on defining the framework are given. The report concludes with an enumerated list of recommendations to establish a testing framework. KW - Compliance KW - Intelligent transportation systems KW - NTCIP KW - Recommendations KW - Specifications KW - Standards KW - Test procedures KW - Testing KW - Testing equipment KW - Texas Department of Transportation UR - https://trid.trb.org/view/772998 ER - TY - RPRT AN - 01019021 AU - Paral, James M AU - Battelle Memorial Institute AU - Federal Highway Administration TI - Identification of Operation Assets PY - 2005/09//Final Report SP - 32p AB - This investigation will provide an informational foundation for operations asset management. Identifying the operations assets will establish a base line from which analytical capabilities; and data, information, and performance measure needs can be identified. The information will also help characterize aspects of operations asset management. The results of this investigation will help draw the lines between operations and other different asset areas and facilitate discussion on those assets that straddle the lines between the areas. The resulting report will not be the final word or a definitive list but an initial identification of what may constitute the range and breadth of operations asset. As work proceeds on Transportation Asset Management, the results of this work will provide some of the information necessary to develop a sound and robust Transportations Asset Management framework. The investigation begins with a generic organizational framework that is first developed to be used to categorize operations assets. It takes into account current and future organizational functions that will be needed to support 21st century transportation operations. It includes a generic transportation operations section organizational chart with section and unit titles, and short descriptions that identify each unit’s responsibilities. Using the generic operations unit organizational framework as a backdrop, then operations assets are identified. These are based on investigations of current operations organizations, transportation and others, to assist in the identification of transportation operations assets. Current and envisioned operations functions, programs, and activities are accounted to facilitate operations assets identification. An alphabetized list of operations assets is then created. Using the alphabetized list of assets completed, the operations assets are categorized as primarily physical, system, or personnel, and if applicable breakdown assets into physical, system, and personnel components. Finally, a final chart is created that identifies operations assets by class and unit designation. KW - Asset management KW - Assets KW - Charts KW - Framework (Planning) KW - Highway operations KW - Organizational structure KW - Transportation operations UR - http://ops.fhwa.dot.gov/publications/indenti_op_assets/pdf/final_report(v4).pdf UR - https://trid.trb.org/view/772978 ER - TY - RPRT AN - 01018734 AU - Shulse, Chris AU - Missouri Department of Transportation AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Development and Implementation of an Environmental Roadside Inventory PY - 2005/09//Final Report SP - 49p AB - With the advance of global positioning technology (GPS) and geographic information systems (GIS), the roadside and roadway maintenance staff at the Missouri Department of Transportation (MoDOT) wanted to investigate their use in both roadside and roadway asset management. Researchers envisioned a computer map that would show detailed information about roadside vegetation and roadway features with just the click of a mouse. It was also suggested that the map might be used to track the effectiveness of current vegetation management practices on a single species or group of species. This research project was launched to develop and evaluate this technology at MoDOT. This project included: 1) mapping of both native and invasive species of interest to establish baseline population parameters, 2) mapping of areas on the right of way for potential native vegetation establishment, and 3) mapping of roadway maintenance features for asset management. Mapping of native species focused on showing the boundaries of prairie remnants along with identifying and mapping selected species within the boundaries of the remnants. Remapping selected species at the same location over several seasons collected population dynamics from year to year. Mapping the same species at other locations provided data to compare dynamics between populations. Techniques and processes were developed to use GPS in collecting data on spatial and attribute data for both environmental and man-made features for import into a GIS. Templates for pictorial maps and tables were also developed within a GIS. Both technologies proved to be efficient and effective methods for collecting and analyzing natural and man-made roadway features. The pictorial map format provided an added benefit of allowing viewers to see spatial relationships between various features. Viewers were able to associate the attributes of each feature in a spatial context. This is a sharp contrast with handwriting the information in a notebook or entering it into a spreadsheet on a handheld computer. The result is a powerful tool to make vegetation or roadway management decisions. Further implementation of this technology will result in more targeted and accurate roadside operations, which in turn can reduce the associated risks. In addition, costs for vegetation management can also be reduced with less herbicide used to achieve the desired effect. The goal of any operation at MoDOT should be to achieve the desired result in the safest, most cost efficient manner. The results of this study show that GPS/GIS technology can be a powerful tool to achieve this goal. KW - Asset management KW - Cost effectiveness KW - Data collection KW - Geographic information systems KW - Global Positioning System KW - Inventory KW - Mapping KW - Maps KW - Missouri Department of Transportation KW - Native plants KW - Roadside KW - Spatial analysis KW - Tables (Data) KW - Vegetation KW - Vegetation control UR - http://library.modot.mo.gov/RDT/reports/Ri01007/or06005.pdf UR - https://trid.trb.org/view/772438 ER - TY - RPRT AN - 01010928 AU - Abu-Hejleh, Naser AU - Attwooll, William J AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Colorado's Axial Load Tests on Drilled Shafts Socketed in Weak Rocks: Synthesis and Future Needs PY - 2005/09//Final Report SP - 175p AB - Drilled shaft foundations embedded in weak sedimentary rock formations (shale bedrocks) support a significant portion of bridges in Colorado. Since the 1960s, empirical design methods based on the blow counts of the standard penetration test (SPT) have been used to design drilled shafts in Colorado that deviate from the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) design methods. The most accurate design method is to conduct load tests on test shafts, which are very expensive to perform. Colorado Department of Transportation's (CDOT's) strategic objective is to identify the most appropriate LRFD geotechnical axial design methods for Colorado's drilled shafts socketed in weak rocks that use test data obtained from cheaper and simpler geotechnical tests (e.g., SPT and unconfined compression test). To fulfill this objective, the measured resistance and settlement results of an adequate number of load tests on drilled shafts socketed in Colorado's shale bedrocks should be obtained and compared with predictions from design methods that use data of simpler geotechnical tests on the same bedrocks. In this report, Colorado's typical geological formations and construction methods for drilled shaft foundations are documented and discussed. Available information on Colorado's past axial load tests performed in the last 35 years on drilled shafts socketed in shale bedrocks are documented (e.g., test results from the load tests and from the simpler geotechnical tests, construction, materials, and layout of the test shafts). The load test results are analyzed and evaluated using Colorado SPT based design methods and methods recommended in CDOT Research Report 2003-6 and AASHTO/FHWA. The influence of conditions of the test shaft hole during construction (roughness and presence of water) on the measured resistances in the load tests is investigated. Based on the lessons learned from the work described above and the recommendations of CDOT Research Report 2003-6, Colorado's future needs for axial load tests on drilled shafts were established. KW - Bedrock KW - Bridge foundations KW - Colorado KW - Compression tests KW - Design methods KW - Drilled shafts KW - Geotechnical engineering KW - Load and resistance factor design KW - Load tests KW - Sedimentary rocks KW - Shale KW - Soil penetration test UR - http://www.dot.state.co.us/Publications/PDFFiles/axial%20loads.pdf UR - https://trid.trb.org/view/767281 ER - TY - RPRT AN - 01018740 AU - Hovey, Peter AU - Chowdhury, Mashrur AU - University of Dayton AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Development of Crash Reduction Factors PY - 2005/09//Final Report SP - 86p AB - Crash reduction factors are used to identify and prioritize the most effective safety improvement measures, and prioritize and allocate available resources optimally for a highway safety improvement project. Simple before-and after analysis does account for the regression-to-the-mean bias. This research employs an Empirical Bayes (EB) methodology that overcomes the regression-to-the-mean property that is encountered in traditional before-and after analysis. Traffic, geometric and crash data for both the treatment and comparison sites were collected from Ohio in developing the crash reduction factors. Using data collected from Ohio, the EB methodology was applied in developing crash reduction factors for the following improvement categories: add a two-way left turn lane, install a median barrier, flatten slope and remove guardrail, remove or relocate a fixed object, flatten vertical curve, providing highway lighting and close median opening. KW - Before and after studies KW - Bias (Statistics) KW - Crash data KW - Crash reduction factors KW - Data collection KW - Empirical Bayes method KW - Fixed objects KW - Geometric design KW - Guardrails KW - Highway curves KW - Highway safety KW - Improvements KW - Median barriers KW - Median openings KW - Ohio KW - Research KW - Resource allocation KW - Strategic planning KW - Street lighting KW - Traffic data KW - Two way left turn lanes KW - Vertical curvature UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A63046520 UR - https://trid.trb.org/view/775162 ER - TY - SER AN - 01016504 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - The Concrete Pavement Road Map PY - 2005/09 SP - 8p AB - The Concrete Pavement (CP) Road Map is a plan for concrete pavement research that will guide the investment of research dollars for the next several years. This TechBrief is a summary of FHWA-HRT-05-52, Concrete Pavement Road Map Volume I and FHWA-HRT-05-53, Concrete Pavement Road Map Volume II. For most of the 20th century, the same materials--portland cement concrete, high-quality aggregate, and water--were used in pavement concrete, with only minor refinements. This fairly forgiving formula allowed some variations in subgrade quality, construction practices, and other variables without sacrificing pavement performance. In today's environment, however--with new, sometimes incompatible materials, more demanding production schedules, and other pressures--the old system for constructing concrete pavements is not as malleable. The CP Road Map gives the highway community an opportunity to reinvent itself proactively through research. KW - Aggregates KW - Concrete Pavement Road Map KW - Concrete pavements KW - Materials KW - Pavement design KW - Pavement performance KW - Paving KW - Portland cement concrete KW - Production KW - Research KW - Schedules KW - Subgrade (Pavements) KW - Water UR - http://www.fhwa.dot.gov/pavement/pccp/pubs/05074/05074.pdf UR - https://trid.trb.org/view/772007 ER - TY - RPRT AN - 01016468 AU - Eskridge, Amy E AU - Klahorst, Jeremy T AU - Klingner, Richard E AU - Kreger, Michael E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Mitigation Techniques for In-Service Structures with Premature Concrete Deterioration: Synthesis Report PY - 2005/09//Research Report SP - 86p AB - This report is a synthesis of the technical results of Texas Department of Transportation Study 4069 ("Mitigation Techniques for In-Service Structures with Premature Concrete Deterioration"). The Texas Department of Transportation is interested in developing techniques for mitigating or remediating premature concrete deterioration due to alkali-silica reaction (ASR), delayed ettringite formation (DEF), or both, in order to extend the life of potentially affected structures. Reports 4069-1 and 4069-2 consist, respectively, of a literature survey and an application of existing test methods to assess the comparative effectiveness of mitigation treatments for premature concrete deterioration. This report (Report 4069-3) describes the development and verification of a new test method, and the application of that test method to recommendations for specific treatments to mitigate premature concrete deterioration from ASR/DEF. KW - Alkali silica reactions KW - Concrete structures KW - Delayed ettringite formation KW - Deterioration KW - Durability KW - Methodology KW - Rehabilitation (Maintenance) KW - Test procedures KW - Testing KW - Texas KW - Traffic mitigation UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4069_3.pdf UR - https://trid.trb.org/view/772492 ER - TY - RPRT AN - 01019026 AU - Sunkari, Srinivasa AU - Parker, Ricky AU - Charara, Hassan AU - Palekar, Trishul AU - Middleton, Dan AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Cost-Effective Technologies for Advance Detection PY - 2005/09//Technical Report SP - 54p AB - This project developed and evaluated various advance detection systems. The objective was to use off-the-shelf technology to develop these detection systems and evaluate their performance as well as their cost-effectiveness with respect to traditional advance inductive loop using lead-in wire. These systems were deployed on the northbound approach of the intersection of SH 6 and FM 185. The baseline system was the Advance Warning of End of Green System (AWEGS) detectors on this approach. This project developed the installation guidelines for various detection systems. Texas Transportation Institute (TTI) researchers found that inductive loops with contact closure radio were very accurate in counts, classification, and speeds. Traficon video detection system was very accurate in counts and measuring vehicle lengths during daytime and measuring speeds during both daytime and nighttime. The counts and classification can improve by providing some ambient light near the detector station. SAS-1 acoustic detector can be very cost-effective as it contains detection as well as a communication system. However, the performance needs to be checked by requesting the vendor to provide individual vehicle speeds and classification which the unit is already measuring. TTI researchers recommend that the user not only look at installation cost, but also at life cycle cost of the system. Some systems such as inductive loops can have a higher life cycle cost. KW - Accuracy KW - Acoustic detectors KW - Advance detection KW - Cost effectiveness KW - Life cycle costing KW - Loop detectors KW - Off-the-shelf KW - Performance KW - Signalized intersections KW - Video imaging detectors UR - http://tti.tamu.edu/documents/0-5002-1.pdf UR - https://trid.trb.org/view/772999 ER - TY - RPRT AN - 01016477 AU - Klahorst, Jeremy T AU - Klingner, Richard E AU - Kreger, Michael E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Mitigation Techniques for In-Service Structures with Premature Concrete Deterioration: Development and Verification of New Test Method PY - 2005/09//Research Report SP - 120p AB - This report describes part of the work associated with Texas Department of Transportation Study 4069 (“Mitigation Techniques for In-Service Structures with Premature Concrete Deterioration”). The Texas Department of Transportation is interested in developing techniques for mitigating or remediating premature concrete deterioration due to alkali silica reaction (ASR), delayed ettringite formation (DEF), or both, in order to extend the life of potentially affected structures. The parts of Study 4069 reported here consist of: a review of existing test methods for possible application to evaluate mitigation treatments; development of a new test method, if necessary; verification of the test method; application of the selected test method to evaluate mitigation treatments; and recommendations of specific treatments to mitigate premature concrete deterioration from ASR/DEF. KW - Alkali silica reactions KW - Concrete bridges KW - Delayed ettringite formation KW - Deterioration KW - Development KW - Methodology KW - Structures KW - Test procedures KW - Testing KW - Traffic mitigation KW - Verification UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4069_2.pdf UR - https://trid.trb.org/view/772462 ER - TY - RPRT AN - 01015043 AU - Pierson, Lawrence A AU - Beckstrand, Darren L AU - Black, Brent A AU - Landslide Technology AU - Montana Department of Transportation AU - Federal Highway Administration TI - Rockfall Hazard Classification and Mitigation System PY - 2005/09//Final Report SP - 277p AB - The Montana Department of Transportation (MDT) Rockfall Hazard Classification and Mitigation System research project was initiated in February 2003. Once customized for MDT conditions, the Rockfall Hazard Rating System (RHRS), a nationally recognized rock slope management tool, was selected for implementation in order to provide the information MDT needed to make informed decisions on where to invest safety dollars at rockfall-related locations. An initial review of the highway system using MDT's Transportation Information System (TIS) ImageViewer was completed. Roughly 2,600 potential rockfall sites were identified. Using a web-based questionnaire, rockfall history and behavior information was gathered for each site from the local maintenance person responsible for the affected portion of roadway. A Preliminary Rating was performed on each identified site. In all, 2,653 sites were visited resulting in 1,869 sites being categorized as either "A" or "B" sites, indicating a potential to produce a hazardous rockfall situation. The remaining sites that were deemed to pose no or a very low threat of a hazardous situation occurring were eliminated from further consideration. The Detailed Ratings were conducted at the 869 "A" sites. Once the Detailed Ratings were completed, and based on a decision by the MDT Technical Advisory Committee (TAC), only those sites that received a Detailed Rating score greater than 350 points were categorized as A-rated sites. The resulting database contains 368 A-rated sites. The top 100 "A" rated sites, those with a score greater than 471 points, were further evaluated and had preliminary designs and cost estimates prepared. The designs included only those elements directly associated with rockfall mitigation. This information will allow MDT to include cost and associated benefits as they proceed with development of rockfall mitigation projects. KW - Cost estimating KW - Decision making KW - Hazard mitigation KW - Hazard rating KW - Management information systems KW - Montana KW - Rock slopes KW - Rockfall hazard rating system KW - Rockfalls KW - Safety engineering KW - Slope stability UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/rockfall/final_report.pdf UR - http://ntl.bts.gov/lib/45000/45800/45823/final_report44.pdf UR - https://trid.trb.org/view/768724 ER - TY - RPRT AN - 01014837 AU - Tia, Mang AU - Subramanian, Raja AU - Brown, Danny AU - Broward, Chuck AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Evaluation of Shrinkage Cracking Potential of Concrete Used in Bridge Decks in Florida PY - 2005/09//Final Report SP - 141p AB - The main objectives of this research are (1) to develop an effective and convenient laboratory set-up and procedure for evaluating concrete mixtures for their resistance to shrinkage cracking in service, (2) to evaluate the different concrete mixtures that have various different admixtures added for reducing the shrinkage in the concrete, and (3) to make recommendations for concrete mix designs for improved resistance to shrinkage cracking in service. The constrained long specimen apparatus, which was previously developed for the Florida Department of Transportation (FDOT) by the University of Florida for evaluation of resistance to shrinkage cracking of concrete, was further refined and evaluated. The major refinements included (1) using a load cell to measure the induced force in the constrained long specimen, (2) using an embedment strain gage to measure the strain of the long specimen, (3) using an automatic data acquisition system to collect the load and strain data continuously, (4) using a water-resistant and low-friction Teflon sheet as a base plate to minimize the friction between the concrete specimen and its supporting base, and (5) a modification to the test procedure to correct for the specimen contraction. The results of the testing program indicated that the use of a shrinkage-reducing admixture was effective in reducing the free shrinkage strains and shrinkage-induced stresses of all the concrete mixtures tested, while the compressive strength, splitting tensile strength and elastic modulus of the concrete were not significantly affected. The addition of fly ash as a mineral admixture was found to be effective in reducing the free shrinkage strain and shrinkage-induced stresses of all the concrete. KW - Admixtures KW - Automatic data collection systems KW - Bridge decks KW - Compressive strength KW - Concrete KW - Cracking KW - Florida KW - Fly ash KW - Laboratory tests KW - Load cells KW - Mix design KW - Modulus of elasticity KW - Shrinkage KW - Strain gages KW - Tensile strength KW - Testing equipment UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC354_26_rpt.pdf UR - https://trid.trb.org/view/768039 ER - TY - RPRT AN - 01013383 AU - Crovetti, James A AU - Hall, Kathleen T AU - Williams, Christopher AU - Marquette University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Development of Modulus-to-Temperature Relations for HMA Mixtures in Wisconsin PY - 2005/09//Final Report SP - 72p AB - This report presents the findings of a research study conducted to develop modulus-to-temperature relations for Hot Mix Asphalt (HMA) mixtures used in Wisconsin. Surface deflection data gathered from in-place HMA pavements was used to estimate the resilient modulus of the HMA layer at the various test temperatures. Laboratory resilient modulus testing was also conducted on recovered HMA cores to establish trends of HMA resilient modulus as a function of test temperature and load frequency. Prediction equations for estimating modulus-to-temperature trends were developed from laboratory testing to account for mixture-specific parameters, including fines content, air voids and binder content. Estimations of HMA modulus-to-temperature trends based solely on nondestructive deflection data were found to correlate with laboratory trends for some, but not all of the projects tested. Observed estimation errors were deemed due to variations in the thickness and/or stiffness of lower pavement layers which were not measured during field testing. A simple process for developing site-specific variations in HMA resilient modulus in response to monthly air and pavement temperature changes is presented. These monthly variations represent valuable inputs for mechanistic-empirical performance analysis. KW - Air voids KW - Asphalt pavements KW - Binder content KW - Cores (Specimens) KW - Deflection KW - Equations KW - Fines (Materials) KW - Hot mix asphalt KW - Laboratory tests KW - Mechanistic design KW - Modulus of resilience KW - Temperature KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53877/WHRP_05-11_Modulus_to_Temp_Relations.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/03-14modtotemp-f.pdf UR - https://trid.trb.org/view/767942 ER - TY - RPRT AN - 01013382 AU - Winter, Charles J AU - Wagner, Alan B AU - Komurka, Van E AU - Wagner Komurka Geotechnical Group, Incorporated AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Investigation of Standard Penetration Torque Testing (SPT-T) to Predict Pile Performance PY - 2005/09//Final Report SP - 103p AB - Soil/pile set-up is a time-dependant increase in pile capacity. Incorporation of soil/pile set-up in pile design often has considerable economic benefits, resulting from reduction in pile section, length, and/or size of driving equipment. A number of in-situ tests have been developed to measure set-up that can be performed within a subsurface exploration program. One such test, SPT-Torque (SPT-T) test, is considered to offer the most-favorable combination of applicability of results, ease and simplicity of performing the test, and equipment cost. However, instrumentation has not been formally developed for commercial application, research correlating SPT-T test results to measured soil/pile set-up is limited, and no documented research has involved Wisconsin soils. In addition, previous SPT-T research concentrated on performing tests spanning from several hours to several weeks. Considerably shorter time intervals (on the order of one hour or less) will likely be required if the SPT-T test is to be included in a typical exploration program. The primary objective of this research was to perform short-term SPT-T tests and correlate results to long-term measured soil/pile set-up. The results indicate that there does not appear to be any correlation between set-up values from short-term (1 hour or less) SPT-T tests and unit set-up values obtained from long-term restrikes of test pile installation. Negative set-up (relaxation) exhibited in many short-term SPT-T tests followed by positive set-up also contributes skepticism to using this procedure as a tool to estimate set-up. Therefore, short-term SPT-T testing does not appear to be a practical, economical exploration-phase method to predict soil/pile set-up. KW - Design KW - Field tests KW - Performance KW - Pile capacity KW - Piles (Supports) KW - Soil penetration test KW - Soil pile set-up rate KW - Torque UR - http://minds.wisconsin.edu/bitstream/handle/1793/53959/WHRP_05-16_SPT-T.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/04-09spt-f1.pdf UR - https://trid.trb.org/view/767941 ER - TY - RPRT AN - 01013375 AU - Crovetti, James A AU - Marquette University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Development of Rational Overlay Design Procedures for Flexible Pavements PY - 2005/09//Final Report SP - 59p AB - This report presents the findings of a research study conducted to develop procedures for the design of structural Hot Mix Asphalt (HMA) overlays over existing flexible pavements in Wisconsin. The recommended procedures are presented in a hierarchal approach to allow the user the flexibility of estimating the effective structural number of an in-place HMA pavement based on visual and/or nondestructive deflection testing data and to develop overlay thickness requirements based on the structural deficiency approach. Techniques for estimating the effective structural number of an existing pavement based on surface deflection are presented. The equations presented in the 1993 American Association of State Highway and Transportation Officials (AASHTO) Design Guide were modified to enhance their applicability. Alternate deflection-based techniques were also developed to allow for the estimation of effective structural number without pavement thickness information. The overlay design procedures were developed to maintain consistency with the current Wisconsin Department of Transportation (WisDOT) practice of new flexible pavement design based on the 1972 AASHTO design equation. KW - AASHTO Design Guide KW - Bituminous overlays KW - Deflection KW - Design methods KW - Equations KW - Flexible pavements KW - Hot mix asphalt KW - Nondestructive tests KW - Structural number (Pavements) KW - Thickness KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53879/WHRP_05-12_Rational_Overlay_Design.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/00-05flexibleoverlay-f1.pdf UR - https://trid.trb.org/view/767943 ER - TY - RPRT AN - 01011200 AU - Ullman, Brooke R AU - Jasek, Deborah L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Staffing and Training Needs for Managed Lanes Facilities PY - 2005/09//Technical Report SP - 42p AB - A managed lane facility is one that increases freeway efficiency by packaging various operational and design actions. Operating agencies may adjust lane management operations at any time to better match regional goals. However, as a new concept in operating freeways, managed lanes has a limited experience base, creating a knowledge vacuum in emerging key areas that are critical for effective implementation. The potential complexities associated with user groups and operational options will require agencies to have an appropriate number of qualified staff to ensure adequate oversight of operations and to ensure satisfactory customer service to the users. Thus, the task documented in this report identifies those staffing needs related to operational options and training that might be required to ensure those staff are fully prepared to perform their duties to the satisfaction of both the agency and the customer. Other issues addressed are the roles of job positions within the framework of managed lanes, the competencies required of those positions, and accessibility to appropriate training, education, and technical assistance to ensure these needs are met. KW - Education and training KW - Freeway operations KW - Freeways KW - Managed lanes KW - Personnel KW - Technical assistance UR - http://tti.tamu.edu/documents/0-4160-20.pdf UR - https://trid.trb.org/view/767588 ER - TY - RPRT AN - 01011188 AU - Ullman, Gerald L AU - Dudek, Conrad L AU - Ullman, Brooke R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Field Guide for Portable Changeable Message Sign Use in Work Zones PY - 2005/09//Technical Report SP - 46p AB - In this report, researchers document the development of a field guide for portable changeable message sign use in work zone. Included in the report is a summary and critique of available national and state-level standards and guidance on portable changeable message sign (PCMS) use, description of the components included in the field guide, and implementation considerations for field guide deployment. The field guide was developed as a stand-alone product, but is included for illustrative purposes as an appendix to this report. KW - Guidelines KW - Handbooks KW - Standards KW - Variable message signs KW - Work zone traffic control UR - http://tti.tamu.edu/documents/0-4748-2.pdf UR - https://trid.trb.org/view/767633 ER - TY - RPRT AN - 01013386 AU - Crovetti, James A AU - Khazanovich, Lev AU - Marquette University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Early Opening of Portland Cement Concrete (PCC) Pavements to Traffic PY - 2005/09//Final Report SP - 85p AB - This report presents the results of a detailed stress analysis and a field and laboratory test program which investigated the early-age strength gain for selected portland cement concrete (PCC) paving mixtures used in Wisconsin as well as the effects of early-age loading on doweled pavement joints. A simplified procedure for predicting critical dowel-PCC interface stresses was developed. This procedure was used in conjunction with allowable bearing stresses to establish minimum compressive strength requirements for opening to traffic based on pavement design parameters, including PCC, base, subgrade and dowel material properties. Equations for predicting early-age PCC compressive strength from 7-Day or 28-Day laboratory test results were developed based on maturity readings. The best correlation was observed for estimating the %7-day early-age strength based on maturity readings of field-cured bagged cylinders. Exposed dowel load and deflection tests were used to investigate the effects of early-age loading on the PCC immediately surrounding the dowel. These tests proved inconclusive with no apparent trends in the data. More research in this area is needed to develop appropriate testing protocol and practical guidelines for implementation. KW - Compressive strength KW - Concrete maturity KW - Concrete pavements KW - Deflection KW - Dowel bars KW - Early age (Concrete) KW - Equations KW - Field tests KW - Laboratory tests KW - Opening to traffic KW - Portland cement concrete KW - Stresses UR - http://wisdotresearch.wi.gov/wp-content/uploads/01-04earlyopen-f.pdf UR - https://trid.trb.org/view/767944 ER - TY - RPRT AN - 01011126 AU - Newhouse, Charles D AU - Roberts-Wollmann, Carin L AU - Cousins, Thomas E AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Development of an Optimized Continuity Diaphragm for New PCBT Girders PY - 2005/09//Final Contract Report SP - 77p AB - Over the past 50 years, many states have recognized the benefits of making precast, prestressed multi-girder bridges continuous by connecting the girders with a continuity diaphragm. Although there is widespread agreement on the benefits of continuous construction, there has not been as much agreement on either the methods used for design of these systems or the details used for the continuity connections. To aid designers in choosing the most appropriate method, an analytical and experimental study was undertaken at Virginia Tech. Analyses were done to compare the differences in the predicted continuity moments for different design methods and assumptions over a range of commonly used systems of precast concrete bulb tee (PCBT) girders and cast-in-place slabs. The results of the analyses were used to develop three continuity connection details for testing during the experimental study. Three different continuity connections were tested using full-depth PCBT 45-in. deep girders made continuous with a 6 ft wide slab. The bottom of the ends of the girders were made continuous with the continuity connection by extending prestressing strands for the first test and extending 180 degree bent bars for the second test. Both connections adequately resisted service, cyclic, and ultimate loads, but the test with the extended bars remained stiffer during cyclic loading and is recommended for use. The third test was performed on a system using only a slab cast across the top of the girders without the full-depth diaphragm. Two primary cracks formed above the ends of the girders at the joint during service testing, after which no significant increase in damage took place. Results from the analytical study indicate that the predicted positive thermal restraint moments may be significant, similar in magnitude to the positive cracking moment. Results from the experimental study indicate that restraint moments develop early due to thermal expansion of the deck during curing and subsequent differential shrinkage; however, the magnitudes of the early age restraint moments are much less than conventional analyses predict. Due to the great number of uncertainties involved in the attempt to predict restraint moments, it is recommended that the diaphragms be designed for the thermal restraint moments, but not to exceed 1.2 times the cracking moment of the diaphragm-beam interface. KW - Bents KW - Bulbtee girders KW - Cast in place concrete KW - Continuous girder bridges KW - Cracking KW - Diaphragms (Engineering) KW - Girders KW - Moments (Mechanics) KW - Precast concrete KW - Prestressing strands KW - Slabs KW - Structural connection KW - Thermal expansion UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-cr3.pdf UR - https://trid.trb.org/view/767579 ER - TY - RPRT AN - 01013253 AU - Zegeer, Charles V AU - Stewart, J Richard AU - Huang, Herman H AU - Lagerwey, Peter A AU - Feaganes, John AU - Campbell, B J AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - Safety Effects of Marked versus Unmarked Crosswalks at Uncontrolled Locations: Final Report and Recommended Guidelines PY - 2005/09//Final Report SP - 112p AB - Pedestrians are legitimate users of the transportation system, and they should, therefore, be able to use this system safely. Pedestrian needs in crossing streets should be identified, and appropriate solutions should be selected to improve pedestrian safety and access. Deciding where to mark crosswalks is only one consideration in meeting that objective. The purpose of this study was to determine whether marked crosswalks at uncontrolled locations are safer than unmarked crosswalks under various traffic and roadway conditions. Another objective was to provide recommendations on how to provide safer crossings for pedestrians. This study involved an analysis of 5 years of pedestrian crashes at 1,000 marked crosswalks and 1,000 unmarked comparison sites. All sites in this study had no traffic signal or stop sign on the approaches. Detailed data were collected on traffic volume, pedestrian exposure, number of lanes, median type, speed limit, and other site variables. Poisson and negative binomial regressive models were used. The study results revealed that on two-lane roads, the presence of a marked crosswalk alone at an uncontrolled location was associated with no difference in pedestrian crash rate, compared to an unmarked crosswalk. Further, on multilane roads with traffic volumes above about 12,000 vehicles per day, having a marked crosswalk alone (without other substantial improvements) was associated with a higher pedestrian crash rate (after controlling for other site factors) compared to an unmarked crosswalk. Raised medians provided significantly lower pedestrian crash rates on multilane roads, compared to roads with no raised median. Older pedestrians had crash rates that were high relative to their crossing exposure. More substantial improvements were recommended to provide for safer pedestrian crossings on certain roads, such as adding traffic signals with pedestrian signals when warranted, providing raised medians, speed-reducing measures, and others. KW - Age KW - Crash rates KW - Crosswalks KW - Exposure KW - Guidelines KW - Highway safety KW - Median barriers KW - Multilane highways KW - Pedestrian movement KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Recommendations KW - Speed limits KW - Traffic lanes KW - Traffic volume KW - Two lane highways UR - http://www.fhwa.dot.gov/publications/research/safety/04100/ UR - http://www.walkinginfo.org/pdf/r&d/safetyeffects.pdf UR - https://trid.trb.org/view/767638 ER - TY - RPRT AN - 01011118 AU - Smith, Brian Lee AU - Qi, Yi AU - Tang, Yin AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Phase III Autotrack: Integrated CCTV/VIVDS Prototype Field Test: System Refinement and Development of Shoulder Detection PY - 2005/09//Final Report SP - 20p AB - The Virginia Department of Transportation (VDOT) has invested in extensive closed circuit television (CCTV) systems to monitor freeways in urban areas. Generally, these devices are installed as part of freeway management systems (Smart Traffic Centers, STCs). While CCTVs have proven to be very effective in supporting incident management, they simply provide images that must be interpreted by trained operators. Recent studies completed by the University of Virginia (UVA) and the Virginia Transportation Research Council (VTRC) concluded, however, that it is feasible to integrate CCTV with video image vehicle detection systems (VIVDS), which are currently on the market, to provide the ability to measure traffic conditions. Given this positive result, it is advantageous to pursue other data collection applications of an integrated CCTV/VIVDS. The purpose of this project was to develop and field test a prototype CCTV/VIVDS integrated system (referred to as Phase III Autotrack) that adds the functionality of shoulder detection to the existing traffic data collection capabilities of the previous prototype (Phase II Autotrack). Shoulder detection allows STC operators to improve the safety and efficiency of the freeway system by rapidly responding to vehicles stopped or stalled on shoulders. Based on the results of this research, the following conclusions may be drawn concerning the feasibility of the new safety/security functionality of integrated CCTV/VIVDS systems: (1) An integrated CCTV/VIVDS system can be used to effectively identify shoulder events (stopped or slow moving vehicles) under clear weather conditions; and (2) An integrated CCTV/VIVDS system can be used to effectively identify shoulder events (stopped or slow moving vehicles) under rainy conditions, if provisions are made to clear away drops from the camera lens. The Autotrack research program has proven that CCTV/VIVDS integration is feasible and beneficial. Benefits include the following: (1) Reduction in the number of devices installed in the field (and requiring maintenance) to support transportation management; (2) Reduction of the workload on operators in STCs by automating security scanning; (3) Increase in the safety and security of the traveling public by allowing for more comprehensive monitoring of shoulders; and (4) Stimulation of CCTV/VIVDS commercial product development. KW - Benefits KW - Closed circuit television KW - Feasibility analysis KW - Field tests KW - Incident detection KW - Integrated systems KW - Prototypes KW - Road shoulders KW - Video imaging detectors UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-cr2.pdf UR - http://ntl.bts.gov/lib/37000/37200/37260/06-cr2.pdf UR - https://trid.trb.org/view/767574 ER - TY - RPRT AN - 01011116 AU - Pegues, J Adam AU - Demetsky, Michael J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - The Role of Smart Traffic Centers in Regional System Operations: A Hampton Roads Case Study PY - 2005/09//Final Report SP - 46p AB - The objectives of this study were to define the role of smart traffic centers (STCs) in regional systems operations and to help identify performance measures for monitoring the performance of STCs in the scope of regional systems operations. Without proper measures of performance, it is difficult to determine if changes or additional resources could be employed to improve STC operations so as to enhance the performance of the regional transportation system. In this project, a general methodology was developed and applied to determine the role played by the Hampton Roads STC in regional systems operations in Virginia. A six-part framework for evaluating performance measures was developed. The findings of the study were generalized to the greatest extent possible to be applicable to other STCs in Virginia. It is expected that the recommended framework for developing measures of performance developed in this study will assist the Virginia Department of Transportation in documenting the benefits of the investment made in STCs and allow STC operators to identify areas where improvements can be made or resources need to be adjusted. KW - Case studies KW - Hampton Roads (Virginia) KW - Highway operations KW - Performance measurement KW - Regional planning KW - Smart traffic control KW - Traffic control centers UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r6.pdf UR - http://ntl.bts.gov/lib/37000/37200/37262/06-r6.pdf UR - https://trid.trb.org/view/767563 ER - TY - RPRT AN - 01011114 AU - Diefenderfer, Stacey AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Creep and Fatigue Characteristics of Superpave Mixtures PY - 2005/09//Final Report SP - 66p AB - Laboratory creep and fatigue testing was performed on five Superpave surface hot-mix asphalt mixtures placed at the Virginia Smart Road. Differences in creep and fatigue response attributable to production and compaction methods were investigated. In addition, changes in creep response resulting from differences in specimen size were evaluated. Further, an evaluation of the effects of loading frequency, presence of rest periods, and specimen location within the pavement on fatigue life was conducted. Creep compliance values were determined using viscoelastic-based calculations, and time-temperature superposition was used to generate mastercurves. Reported creep compliance response models from the literature were found inadequate for accurately describing the creep compliance mastercurves generated during this study. Differences in creep response between specimens of different sizes were found to be due to specimen and test variability, rather than size. An evaluation of the effects of laboratory and plant production and laboratory and field compaction was inconclusive as material variability appeared greater than production or compaction variability. Simple regression models were found to be satisfactory for use in the development of prediction models for fatigue, although test data are necessary for calibration to particular mixture types. No relationships were found between fatigue model coefficients and volumetric properties of the mixtures tested because of the limited range of volumetric properties. Variability in volumetric properties between the mixtures produced at the plant and those produced to match the job mix formula did not significantly influence the predicted laboratory fatigue performance. Laboratory fatigue lives were similar between the laboratory-compacted fatigue specimens and specimens cut from the pavement; differences observed in performance were attributable to different air void contents. Predicted fatigue life was found to be statistically independent of the frequency of the applied loads or presence of rest periods for the mixtures, frequencies, and rest periods considered in this study. Minimal differences were observed between fatigue life predictions for plant-produced, field-compacted specimens cut from different locations in the pavement. This study contributes to the understanding of the factors involved in creep and fatigue performance of asphalt mixtures. The mixture responses characterized by this study are related to the rutting and fatigue performance of asphalt pavements. The choice of appropriate asphalt materials to resist rutting and fatigue deterioration will result in reduced maintenance needs and longer service lives for pavements. KW - Air voids KW - Asphalt pavements KW - Compaction KW - Creep KW - Creep compliance KW - Fatigue (Mechanics) KW - Hot mix asphalt KW - Laboratory tests KW - Mathematical models KW - Production KW - Regression analysis KW - Rutting KW - Service life KW - Size KW - Specimens KW - Superpave UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r5.pdf UR - https://trid.trb.org/view/767562 ER - TY - RPRT AN - 01011112 AU - Sanderson, Adam AU - Hallenbeck, Mark E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Statewide Archive PY - 2005/09//Final Research Report SP - 39p AB - This report describes an initial effort to develop intelligent transportation system (ITS) data archives that can be linked and accessed through a single, Web accessible, geographic information system (GIS) interface. This project was designed to test where this approach of linking disparate databases can help resolve some of the key issues associated with making transportation system performance data available throughout the Washington State Department of Transportation (WSDOT). These include 1) keeping the basic data structures manageably simple to reduce database cost and complexity, 2) allowing data archive control and primary management to remain at the local level to improve the quality control function, 3) providing easy access to staff throughout the organization, 4) providing an interface that allows staff unfamiliar with the data to easily learn what data are available in each database, and 5) providing a simple way to allow staff to combine disparate datasets that share geographic characteristics. To test the concepts developed for this project, the project team created three specific databases and linked those databases through the spatial identifiers stored in WSDOT's GIS. Summary statistics from each of the three databases were developed to be useful to a wide range of WSDOT staff, and they are available through the Internet. The prototype map interface to the three databases can be found at the following URL: http://trac29.trac.washington.edu/tracmap/mapserver. KW - Data access KW - Data banks KW - Data integration KW - Data structures (Databases) KW - Databases KW - Geographic information systems KW - Intelligent transportation systems KW - Quality control KW - Traffic data KW - User interfaces (Computer science) KW - Websites (Information retrieval) UR - http://www.wsdot.wa.gov/research/reports/fullreports/627.1.pdf UR - https://trid.trb.org/view/767442 ER - TY - RPRT AN - 01011104 AU - Inouye, Blake AU - Lehman, Dawn AU - Stanton, John AU - Kramer, Steven AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Seismic Analysis and Retrofit Study of the SR 99 - Spokane Street Over-Crossing PY - 2005/09//Final Research Report SP - v.p. AB - The SR 99--Spokane Street over-crossing is located in Seattle, Washington, and was built in the late 1950s. Its construction is mostly of reinforced concrete; the reinforcement detailing is poor by modern seismic standards, particularly with respect to confinement, and the underlying soils are also weak. Furthermore, the structure contains many "outrigger bents," in which columns are displaced from their ideal locations to accommodate passage of railroad tracks beneath the structure. These outrigger bents cause significant asymmetry in the structure that could lead to unusual and undesirable seismic response. In this study, the seismic response of the structure was evaluated analytically, and seismic retrofit strategies were developed and evaluated. In a companion experimental study by Washington State University, the as-existing structure was investigated by testing scale models of representative bents, and one retrofit strategy was also tested. In this report, modeling approaches are discussed in detail, and the results of evaluations of the as-existing structure as well as the retrofit strategies are presented. Some components of the structure (e.g., the deck, the already jacketed columns, and the soil-foundation-structure system) were found to be critical to an accurate determination of the response and were therefore modeled in some detail. Site-specific ground motions at three different hazard levels were used. The structure was found to be vulnerable, especially to 72- and 475-year ground motions. The knee-joints that connect the outrigger beams and columns were found to be the most critical components, and their vulnerability was shown to be influenced by the type of retrofit performed on the outrigger column. Retrofit strategies included some designed to increase the strength and ductility of the components, and some intended to reduce the demands on them. KW - Beams KW - Bridge decks KW - Columns KW - Ductility KW - Earthquake resistant design KW - Jacketing (Strengthening) KW - Joints (Engineering) KW - Mathematical models KW - Outrigger bents KW - Reinforced concrete bridges KW - Retrofitting KW - Seattle (Washington) KW - Seismicity KW - Shear strength KW - Soil structure interaction UR - http://www.wsdot.wa.gov/research/reports/fullreports/596.1.pdf UR - https://trid.trb.org/view/767321 ER - TY - RPRT AN - 01011189 AU - Kuhn, Beverly AU - Goodin, Ginger D AU - Ballard, Andrew AU - Brewer, Marcus AU - Brydia, Robert AU - Carson, Jodi AU - Chrysler, Susan AU - Collier, Tina AU - Eisele, William AU - Fenno, David AU - Fitzpatrick, Kay AU - Ullman, Brooke AU - Ullman, Gerald L AU - Venglar, Steven AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Findings From Texas: Five Years of Research on Managed Lanes PY - 2005/09//Technical Report SP - 146p AB - Texas cities are currently considering the managed lane concept for major freeway projects. As a new concept of operating freeways in a flexible and possibly dynamic manner, the managed lane concept has a limited experience base, thereby creating a knowledge vacuum in emerging key areas that are critical for effective implementation. Complicating the effort is the rapid progress of several freeway improvement projects in Texas in which Texas Department of Transportation (TxDOT) is proposing managed lane operations. The operational experience both in Texas and nationally for managed lanes is minimal, particularly for extensive freeway reconstruction projects. The managed lane projects currently in existence involve retrofits of existing freeway sections within highly fixed access, geometric, and operational configurations, and established eligibility considerations. There are few projects in operation from which to draw experiential data on the implementation of managed lane freeway sections with complex or multiple operational strategies, including variations in eligible vehicle user groups by time of day. The objectives of this project are to investigate the complex and interrelated issues surrounding the safe and efficient operation of managed lanes using various operating strategies and to develop a managed lanes manual to help the TxDOT make informed planning, design, and operational decisions when considering these facilities for its jurisdiction. This document presents the critical research results obtained over the five years of this project. KW - Decision making KW - Freeway operations KW - Freeways KW - Implementation KW - Managed lanes KW - Manuals KW - Texas KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-4160-25.pdf UR - https://trid.trb.org/view/767634 ER - TY - JOUR AN - 01011041 JO - Public Roads PB - Federal Highway Administration AU - Shanks, Nancy TI - Preserving Red Cliff Arch PY - 2005/09 VL - 69 IS - 2 SP - pp 18-23 AB - This article describes a recent rehabilitation project, the 64-year-old Red Cliff Arch Bridge, which carries U.S. Highway 24 over Eagle River in the Rocky Mountain Region of Colorado, and how it maintains historical integrity while meeting current Federal safety standards. The concrete, reinforcing steel, and paint on the structural steel were decaying and corroding and severely straining maintenance forces' ability to keep up with the repairs. Rehabilitation, which cost $3.6 million, focused on replacing and widening the bridge deck, repainting the steel portions, working on the abutments, girders, and bridge rail---all this while maintaining the historic structure's appearance. The structure was widened to accommodate modern traffic volumes and new materials were used wherever possible to enhance the bridge's service life and durability. Concerns for crew safety were met by using an innovative work scaffold under the bridge deck that provided a safe and efficient area for the workers and inspectors, contain falling objects, and protect the county road. Rebuilding was done with modern equipment. All architectural elements were duplicated from the original drawings. The Colorado Department of Transportation met with media and public officials throughout the rehabilitation project to apprise the town of Red Cliff and travelers about progress and matters affecting businesses and the community, such as accessibility, detours, and closings. KW - Historic bridges KW - Historic preservation KW - Public relations KW - Red Cliff (Colorado) KW - Red Cliff Arch Bridge KW - Rehabilitation (Maintenance) KW - Rocky Mountains KW - Safety UR - http://www.fhwa.dot.gov/publications/publicroads/05sep/03.cfm UR - https://trid.trb.org/view/766979 ER - TY - JOUR AN - 01011033 JO - Public Roads PB - Federal Highway Administration AU - Sipes, James L TI - Curb Appeal PY - 2005/09 VL - 69 IS - 2 SP - pp 24-31 AB - The Nevada Department of Transportation (NDOT) has endeavored to keep up with changes by building as much road as possible while doing so cost effectively and safely. It has also made aesthetics a central component of highway design, understanding that the public wants "curb appeal," that is, exterior attractiveness in terms of plantings, color treatments, facades, and other aesthetic elements. Nevada Governor Kenny C. Guinn asked NDOT to develop a master plan that outlines a policy of integrating aesthetics into the design of all major highway projects in the state. NDOT adopted the master plan in 2002, causing the State Transportation Board to adopt it as its policy. Initial planning phases for each corridor plan focused on producing data on history, settlement patterns, anticipated urban changes, travel and tourism, natural resources, wildlife habitats, "viewsheds," and landscape character. Existing NDOT standards and valid engineering practices are also taken into account. Through the master plan, the State of Nevada gains not only a new, comprehensive approach to highway design but also better understanding of how highways should be designed. The master plan assists NDOT in meeting the requirements of the National Policy Act of 1969 and Title 23, Section 109 of the U.S. Code, which mandates that federal agencies consider the effects of any proposed actions may have on the human environment. . The master plan helps to identify important and enhance visual resources while minimizing adverse impacts on those resources. Similar projects in other states that are intended to create more community friendly, aesthetic highways are also described in the article. KW - Aesthetics KW - Highway design KW - Highway projects KW - National Environmental Policy Act of 1969 KW - Nevada Department of Transportation UR - http://www.fhwa.dot.gov/publications/publicroads/05sep/04.cfm UR - https://trid.trb.org/view/766988 ER - TY - JOUR AN - 01011024 JO - Public Roads PB - Federal Highway Administration AU - Ways, Sherry B AU - Burbank, Cynthia J TI - Scenario Planning PY - 2005/09 VL - 69 IS - 2 SP - pp 2-8 AB - Scenario planning is an analytical, decisionmaking tool that helps strategic planners and elected officials envision what lies ahead in terms of growth, economy, transportation, health, the environment, and land use. Scenario planners test various future alternatives that could meet community and State needs. Scenario planning enhances transportation planners' and the community's understanding of various forces of change, including population growth and aging, immigration, and economic factors, and it enables planners to consider alternatives in shaping their future in terms of polices related to land use, the environment, and transportation. Scenario planners consider trends in demographics, safety, congestion, environment, health (physical activity and obesity), quality of life, and land use on the assumption that integrating them in their scenarios leads to improved transportation planning in a region. Planners, working in conjunction with community leaders, businesses, and local officials, should take these six steps: (1) research the driving forces, (2) determine patterns of interaction, (3) generate alternative scenarios and strategies in various future environments, (4) analyze the implications in terms of improving decisionmaking on transportation, land use, public investment, and environmental policies, (5) monitor indicators to compare real growth patterns to the selected scenarios and devise new scenarios, make new decisions, or create policies that address changing situations. The Federal Highway Administration offers technical support, funding planning, and information to State, regional, and local officials who undertake scenario planning. KW - Alternatives analysis KW - Change KW - City planning KW - Decision making KW - Evaluation KW - Forecasting KW - Future KW - Scenario planning KW - Strategic planning KW - Transportation planning KW - Trend (Statistics) KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/05sep/01.cfm UR - https://trid.trb.org/view/766962 ER - TY - JOUR AN - 01011017 JO - Public Roads PB - Federal Highway Administration AU - Rea, Roy V AU - Rea, Roy V TI - Of Moose and Mud PY - 2005/09 VL - 69 IS - 2 SP - pp 32-39 AB - Recent research in British Columbia, Canada, finds that one reason why moose and other ungulates use highways and byways in their seasonal migrations may be to access roadside mineral deposits, or "mineral licks." But when these features exist near roadways, they entice moose to use habitat dangerously close to the motoring public. This article details new methods which try to reduce animal-vehicle collisions by deactivating roadside mineral deposits. Researchers at the University of Northern British Columbia and in California are coordinating research efforts to determine how to reduce moose-car collisions. Their study objectives are to (1) define strategies that will result in increased motorist safety, (2) reduce material damage claims, and (3) conserve the animal resource. It plans to diminish the attractiveness of roadside mineral licks in order to reduce moose activity near roadways. One deactivation technique involves excavating a lick site and backfilling the area with materials unattractive to moose. Reinforcing fabric materials placed over the site is another option that could inhibit access to the mineral soils and water and serve as a base for placing sod and planting unpalatable plant species. Likewise, covering the site with boulders or asphalt debris might deter moose visit. Still another technique is to spread a layer of lime or cement over the lick site and mix into the wet soil to creat a 6- to 24-inch layer that would cure and become a hard surface material, thus reducing the attractivenes of the area to ungulates. Rerouting site hydrology and drying up the lick might reduce it attractiveness since moose are attracted to wet licks. Campaigns to reduce animal-auto collisions should consider all possibilities and should consider what an animal is doing in a corridor. If a moose is there to forage, countermeasures should concentrate on diminishing its foraging base. In areas where there are frequent moose-auto collisions, installing new signage and posting reduced speed limits would alert motorists about potential threats and offer interim solutions until better deactivation techniques can be implemented in those areas. A project team from the University of Northern British Columbia will begin field testing in the summer of 2006, and in 2008 it expects to recommend the most effective techniques to the Canadian Ministry of Transportation. KW - Animal migrations KW - British Columbia KW - Ecology KW - Mineral deposits KW - Moose-vehicle accidents KW - Ungulates KW - University of Northern British Columbia KW - Warning signs UR - http://www.fhwa.dot.gov/publications/publicroads/05sep/05.cfm UR - https://trid.trb.org/view/766990 ER - TY - JOUR AN - 01011014 JO - Public Roads PB - Federal Highway Administration AU - Harper-Brown, Linda TI - In STEP with Irving PY - 2005/09 VL - 69 IS - 2 SP - pp 40-45 AB - This article details the Strategic Transportation Enhancement Program, known as the STEP plan and developed by the Irving, TX Department of Public Works and Transportation. The STEP plan, completed in September 2004, is formally titled the "Mobility Plan for City of Irving Major Transportation Projects." The STEP plan outlines a forward-thinking and collaborative approach to tacking important transportation projects and ensuring the mobility and safety of Irving's citizens. The plan was designed to help the city of Irving prioritize its projects and establish the needed political and logistical framework for moving forward in achieving its transportation goals. In developing the plan, city officials asked how a project fits in with other projects needing funding, whether a project represents a local need or a political issue, and whether matching funds need to be provided for rights-of-ways. Essential to the STEP plan is to proactively look for and addressing potential problems. The STEP plan acts as a blueprint for success, a guide for scheduling projects while recognizing that variability in key assumptions, such as funding availability, the ability of key agencies to promptly secure reviews and approvals, and public assistance of project designs, could affect the timelines and completions for various projects. The STEP plan enables the city of Irving to focus its efforts on those areas of greatest need versus those that just seemed more likely to receive earlier funding, and in this way, assures that Irving will create a safer and more efficient transportation system for its citizens. KW - City government KW - City planning KW - Highway planning KW - Irving (Texas) KW - Irving Department of Public Works and Transportation KW - Mobility Plan for City of Irving Major Transportation Projects KW - Needs assessment KW - Strategic planning KW - Strategic Transportation Enhancement Program KW - Transportation planning KW - Transportation safety UR - http://www.fhwa.dot.gov/publications/publicroads/05sep/06.cfm UR - https://trid.trb.org/view/766993 ER - TY - JOUR AN - 01011005 JO - Public Roads PB - Federal Highway Administration AU - Kerenyi, Kornel AU - Jones, J Sterling AU - Phillips, Richard AU - Oien, Paul TI - A Better Design for Box Culverts? PY - 2005/09 VL - 69 IS - 2 SP - pp. 46-52 AB - This article explores how the Federal Highway Administration (FHWA) and the South Dakota Department of Transportation (SDDOT) collaborated to study the affects of inlet geometry on water flow in cast-in-place and precast structures such as box culverts. The FHWA-SDDOT research project, "Effects of Inlet Geometry on Flow Capacity of Single and Multiple Barrel Box Culverts," examined the coefficients for straight and flared inlets. The researchers conducted nearly 700 tests at the Turner-Fairbank Highway Research Center (TFHRC) Hydraulics Laboratory. Among the results were that there is almost no gain to edge bevel shapes for unsubmerged inlet control flow since the top edge with the primary bevel is not exposed to the flow. The following are among the significant findings: (1) Based on the particle image velocimetry (PIV) flow visualization technique developed at the TFHRC laboratory, the researchers determined that the optimum edge treatment for the crown of a culvert is a rounded radius of 203 millimeters (8 inches). This is the full thickness of the crown for the models tested. (2) There was a distinct difference in performance between square-edged crowns, beveled crowns, and rounded crowns for box culvert models with straight wingwalls under submerged conditions. (3) Multiple barrels had a slight but negligible hydraulic advantage over single-opening culverts for the inlet tests. Researchers noted that highway agencies seldom design for headwater depths greater than 1.5 times the culvert height. (4) Wide span-to-rise models acted similarly to multiple barrels, except where there was a slight hydraulic disadvantage in the coefficients for the wide-span models compared to the 1:1 span-to-rise models for both the inlet control tests and the outlet control tests. (5) No hydraulic advantage or disadvantage to extending the inner walls of multiple-barrel culverts onto the apron were found. (6) Skewed headwalls were found to have a detrimental effect on culvert hydraulics. Data from this study will be incorporated into current hydraulic design software, and as such, box culvert designs should become more efficient and cost-effective soon. KW - Box culverts KW - Cast in place structures KW - Coefficients KW - Collaborative research teams KW - Culvert inlets KW - Flow capacity KW - Flow visualization KW - Geometry KW - Headwalls KW - Hydraulic design KW - Hydraulics KW - Particle image velocimetry KW - Precast concrete KW - Turner-Fairbank Highway Research Center UR - http://www.fhwa.dot.gov/publications/publicroads/05sep/07.cfm UR - https://trid.trb.org/view/766994 ER - TY - JOUR AN - 01010994 JO - Public Roads PB - Federal Highway Administration AU - Forkenbrock, David J AU - March, Jim TI - Issues in the Financing of Truck-Only Lanes PY - 2005/09 VL - 69 IS - 2 SP - pp 9-17 AB - Transportation planners have debated for decades the efficacy of separating traffic into lanes reserved for passenger vehicles and those reserved for trucks. This article discusses the feasibility of considering funding for such special-purpose lanes as truck-only lanes and addresses the questions of "who pays" and "who benefits." Trucking advocates argue that the benefits of constructing truck-only lanes include traffic safety improvements, reduced conflicts, lower maintenance costs on general-traffic lanes, and improved comfort and convenience of those traveling in passenger vehicles. One study found that truck-only lanes would be cost-effective only when traffic volumes are relatively high, with a sizable presence of heavy trucks. Constructing truck-only lanes would be expensive: Such construction alongside an existing rural interstate would cost around $2.5 million per lane-mile, plus additional land acquisition costs. Costs in densely developed urban areas would be higher. It has been proposed that financing would be done through tolls, but several issues have been raised about the appropriate level of tolls, which users should pay tolls, and the extent to which tolls will cover the full costs of the facilities. Two scenarios are explored regarding whether tolls should be paid only by large trucks or whether tolls should be paid by all vehicles. It has been proposed that costs should be paid by various vehicle classes. Four benefits to trucking firms may be (1) trucking firms may be less exposed to the risk of car-truck crashes, (2) trucks could operate more efficiently with lower traffic volumes in the lanes, (3) the added capacity could alleviate congestion, reducing travel time and the uncertainties of arrival times, and (4) arguments for increased use of longer combination vehicles (LCVs) would be strengthened because LCVs would not be operating in the same lanes as do passenger vehicles. Benefits to passenger vehicles are threefold: (1) improved safety, especially reducing collisions between large trucks and passenger cars, (2) the quality of the traveling experience would improve, e.g., small passenger vehicles would not be boxed in between trucks, and (3) truck-only lanes would improve speeds and traffic flow. The authors suggest a feasibility analysis that could be conducted that would suggest that truck operators would receive the majority of benefits from truck-only lanes, and thus, they should pay the majority of the costs. KW - Benefit cost analysis KW - Crash avoidance systems KW - Crashes KW - Financing KW - Highway planning KW - Highway safety KW - Tolls KW - Transportation planning KW - Travel time KW - Truck lanes KW - Trucking KW - Trucking safety UR - http://www.fhwa.dot.gov/publications/publicroads/05sep/02.cfm UR - https://trid.trb.org/view/766961 ER - TY - RPRT AN - 01010924 AU - Smith, K L AU - Titus-Glover, L AU - Darter, M I AU - Von Quintus, H L AU - Stubstad, R N AU - Hallin, John P AU - Applied Research Associates, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Cost Benefits of Continuous Pavement Preservation Design Strategies Versus Reconstruction PY - 2005/09//Final Report SP - 304p AB - The Arizona Department of Transportation (ADOT) has traditionally employed continuous pavement preservation (consisting of a myriad of treatment options that cost-effectively address existing pavement problems) as part of an overall design strategy to maintain the highest levels of service for highway users. However, with concern about the effects of continual weakening of substructure material layers on preservation treatment performance and cost, ADOT sponsored a study to determine the cost-effectiveness of the continuous preservation approach as compared to a reconstruction strategy. Another goal of the study was to determine the break-even point for the continuous preservation and reconstruction strategies (i.e., after how many rehabilitation treatments does reconstruction becomes equally cost-effective as continuous preservation). Using inputs such as pavement performance/life estimated primarily through pavement survival analysis, best estimate unit costs derived from historical data, work zone-related user costs, and a specified analysis period and discount rate, the total life-cycle costs for each of four alternative strategies (one continuous preservation strategy, three reconstruction strategies) for each 15 commonly occurring pavement scenarios in Arizona were determined and compared. The results of the analysis showed a consistent reduction in total life-cycle costs with a corresponding increase (from 0 to 2) in the number of rehabilitations between original construction and the first reconstruction event. Results also showed that for 9 of the 15 scenarios, total life-cycle costs associated with the third reconstruction alternative (i.e., two rehabilitations occurring prior to the first reconstruction event) were within 3 percent (sometimes higher, sometimes lower) of the total life-cycle costs of the continuous preservation strategy. Hence, the break-even point between the two strategies typically occurs after two to three cycles of rehabilitation. KW - Arizona KW - Arizona Department of Transportation KW - Benefit cost analysis KW - Cost effectiveness KW - Life cycle costing KW - Pavement maintenance KW - Pavement performance KW - Pavement preservation KW - Reconstruction KW - Rehabilitation (Maintenance) KW - Service life KW - Strategic planning UR - http://ntl.bts.gov/lib/25000/25000/25015/AZ491.pdf UR - https://trid.trb.org/view/767206 ER - TY - RPRT AN - 01006340 AU - Perera, R W AU - Kohn, S D AU - Soil and Material Engineers, Incorporated AU - Federal Highway Administration AU - Federal Highway Administration TI - Quantification of Smoothness Index Differences Related to Long-Term Pavement Performance Equipment Type PY - 2005/09//Final Report SP - 157p AB - The Long-Term Pavement Performance (LTPP) program was designed as a 20-year study of pavement performance. A major data collection effort at LTPP test sections is the collection of longitudinal profile data using inertial profilers. Three types of inertial profilers have been used since the inception of the LTPP program: (1) K.J. Law Engineers DNC 690 incandescent profilers, (2) K.J. Law Engineers T-6600 infrared-system profilers, and (3) International Cybernetics Corporation (ICC) laser profilers. The following analyses were performed for this research project: (1) investigate data collection characteristics and compare profile data collected by the different inertial profilers, (2) compare International Roughness Index (IRI) values obtained by the different inertial profilers, (3) investigate factors that contribute to differences in IRI for data obtained from profilers and Dipstick (registered), and (4) identify problems with equipment functionality and current data collection and processing procedures. The analyses indicated good agreement of IRI values among the different inertial profilers that have been used in the LTPP program. KW - Data collection KW - Dipstick KW - Equipment KW - Equipment tests KW - Inertial profilers KW - Information processing KW - International Roughness Index KW - Long-Term Pavement Performance Program KW - Longitudinal profile KW - Pavement performance KW - Pavement profile KW - Pavement profilers KW - Performance measurement KW - Smoothness UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/05054/ UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/05054/05054.pdf UR - https://trid.trb.org/view/762236 ER - TY - RPRT AN - 01006333 AU - Ferragut, Theodore R AU - Rasmussen, Robert Otto AU - Darter, Michael AU - Harrington, Dale AU - Anderson-Wilk, Mark AU - Iowa State University, Ames AU - Federal Highway Administration TI - Long-Term Plan for Concrete Pavement Research and Technology--The Concrete Pavement Road Map: Volume II, Tracks PY - 2005/09//Final Report SP - 435p AB - The Long-Term Plan for Concrete Pavement Research and Technology (CP Road Map) is a holistic, strategic plan for concrete pavement research and technology transfer. The CP Road Map is a 7- to 10-year plan that includes 12 distinct but integrated research tracks leading to specific products and processes. The resulting improvements will help the concrete pavement industry meet the challenges of, and achieve the industry's full potential in, the 21st century. The plan was developed in close partnership with stakeholders representing all aspects of the concrete pavement community, public and private, and the research will be conducted through partnerships of stakeholders. The CP Road Map is presented in two volumes. Volume I (FHWA-HRT-05-052) describes why the research plan is needed, how it was developed, and, generally, what the plan includes. Volume I also describes the research management plan that will guide the conduct and implementation of research. Volume II (this volume) describes in detail the 12 tracks of research. Each track description includes a general overview, a track goal, track action items, a list of subtracks, and detailed problem statements within each subtrack. KW - Concrete Pavement Road Map KW - Concrete pavements KW - Development KW - Governments KW - Implementation KW - Long range planning KW - Partnerships KW - Pavement performance KW - Paving KW - Private enterprise KW - Research KW - Stakeholders KW - Strategic planning KW - Technology UR - http://www.fhwa.dot.gov/pavement/pccp/pubs/05053/05053.pdf UR - http://www.fhwa.dot.gov/pavement/pub_details.cfm?id=360 UR - https://trid.trb.org/view/762232 ER - TY - RPRT AN - 01006346 AU - Ferragut, Theodore R AU - Harrington, Dale AU - Brink, Marcia AU - Iowa State University, Ames AU - Federal Highway Administration TI - Long-Term Plan for Concrete Pavement Research and Technology--The Concrete Pavement Road Map: Volume I, Background and Summary PY - 2005/09 SP - 119p AB - The Long-Term Plan for Concrete Pavement Research and Technology (CP Road Map) is a holistic, strategic plan for concrete pavement research and technology transfer. The CP Road Map is a 7- to 10-year plan that includes 12 distinct but integrated research tracks leading to specific products and processes. The resulting improvements will help the concrete pavement industry meet the challenges of, and achieve the industry's full potential in, the 21st century. The plan was developed in close partnership with stakeholders representing all aspects of the concrete pavement community, public and private, and the research will be conducted through partnerships of stakeholders. The CP Road Map is presented in two volumes. Volume I (this volume) describes why the research plan is needed, how it was developed, and, generally, what the plan includes. Volume I also describes the research management plan that will guide the conduct and implementation of research. Volume II (FHWA-HRT-05-053) describes in detail the 12 tracks of research. Each track description includes a general overview, a track goal, track action items, a list of subtracks, and detailed problem statements within each subtrack. KW - Concrete Pavement Road Map KW - Concrete pavements KW - Development KW - Governments KW - Implementation KW - Long range planning KW - Partnerships KW - Pavement performance KW - Paving KW - Private enterprise KW - Research KW - Stakeholders KW - Strategic planning KW - Technology UR - http://www.cptechcenter.org/publications/task15/task15.cfm UR - http://www.fhwa.dot.gov/pavement/pccp/pubs/05052/05052.pdf UR - http://www.fhwa.dot.gov/pavement/pub_details.cfm?id=359 UR - https://trid.trb.org/view/762231 ER - TY - RPRT AN - 01003876 AU - Department of Energy AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Household Vehicles Energy Use: Latest Data and Trends PY - 2005/09 SP - 17p AB - This report provides details on the nation’s energy use for household passenger travel. A primary purpose of this report is to release the latest consumer-based data on household vehicles and expenditures, derived from the U.S. Departments of Transportation’s 2001 National Household Travel Survey (NHTS) and independent estimates of vehicle miles per gallon and fuel prices at that time. This report also draws on data programs made available to the Energy Information Administration (EIA) from other Federal agencies, EIA’s past Residential Transportation Energy Consumption Surveys (RTECS) and other EIA data sources and projections to assess household transport energy use from 1983 to the present time and into the near future. The data and analysis in this report center on several important intensities of use of household energy use for travel: number and type of vehicles per household; annual miles per household and per vehicle; gallons of fuel consumed and type of fuel used; prices paid for fuel and total expenditures; and fuel economy. Only light-duty vehicles and recreational vehicles are included in this report. EIA has excluded motorcycles, mopeds, large trucks, and buses in an effort to maintain consistency with its past residential transportation series, which was discontinued after 1994. KW - Energy consumption KW - Expenditures KW - Fuel conservation KW - Fuel consumption KW - Fuel type KW - Future KW - Households KW - Light vehicles KW - Motor fuels KW - National Household Travel Survey KW - Passenger vehicles KW - Prices KW - Recreational vehicles KW - Travel KW - Trend (Statistics) KW - Utilization KW - Vehicle miles of travel KW - Vehicle type KW - Vehicles UR - http://www.eia.doe.gov/emeu/rtecs/nhts_survey/2001/tablefiles/es0464(2005).pdf UR - https://trid.trb.org/view/760198 ER - TY - ABST AN - 01458502 TI - Develop and Conduct Pilot Study on Daytime Color Appearance of Retroreflective Sheetingt AB - No summary provided. KW - Daytime crashes KW - Daytime running lamps KW - Development KW - Pilot studies KW - Reflective signs KW - Reflectorized materials KW - Research projects UR - https://trid.trb.org/view/1226713 ER - TY - RPRT AN - 01118651 AU - Tayebali, Akhtarhusein A AU - Shidhore, Aniruddha V AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Use of Lime as Antistrip Additive for Mitigating Moisture Susceptibility of Asphalt Mixes Containing Baghouse Fines PY - 2005/08/31/Final Report SP - 91p AB - This study investigated the effectiveness of hydrated lime as an antistrip additive for mixes containing excess baghouse fines. Wet process of lime addition was used without marination. One percent lime was added to asphalt mixes containing 5.5% Boone and Enka baghouse fines. Moisture susceptibility of mixes was determined by performing TSR tests on mixes with different proportions of baghouse fines, and with or without lime. TSR test results show that moisture susceptibility was dependant on both the concentration of baghouse fines and whether lime was used as an antistrip additive. One percent lime was found to be sufficient to reduce moisture damage to the point that mixes would be acceptable under the current NCDOT criterion of 85% retained strength. In addition, results of this study indicated that presence of hydrated lime in mixes increased the indirect tensile strength values as measured during TSR test for both unconditioned and moisture conditioned specimens. The mix performance was evaluated using the simple shear test device to determine the shear stiffness, rutting, and fatigue characteristics. In general, the results indicated that addition of lime enhanced the mix performance and reduced moisture susceptibility. The asphalt mix shear stiffness values (|G*|) were higher, rut depths were lower, and fatigue resistance was higher. KW - Antistrip additives KW - Asphalt mixtures KW - Baghouse fines KW - Calcium hydroxide KW - Fatigue (Mechanics) KW - Fines (Materials) KW - Moisture damage KW - Performance KW - Rutting KW - Shear tests KW - Stiffness UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-15FinalReport.pdf UR - https://trid.trb.org/view/877793 ER - TY - RPRT AN - 01036480 AU - AECOM Consult, Incorporated AU - Federal Highway Administration TI - Synthesis of Public-Private Partnership Projects for Roads, Bridges & Tunnels from Around the World - 1985-2004 PY - 2005/08/30 SP - 40p AB - This report presents a synthesis of a comprehensive database of highway infrastructure projects from around the world financed or delivered through some form of public-private partnership (PPP). This synthesis provides insights into the nature and extent of highway infrastructure projects that have been and are being advanced through various types of PPP contractual arrangements. The report also reveals the predominant types and sizes of PPP contracts used in various regions and countries around the world for developing different types of highway infrastructure, including roads, bridges, and tunnels. The results of this synthesis are intended to inform those involved in the development, funding, or delivery of highway infrastructure regarding the worldwide use of PPPs to deliver highway and other forms of public use infrastructure. KW - Bridges KW - Construction projects KW - Contracts KW - Financing KW - Highway projects KW - Highways KW - Infrastructure KW - Public private partnerships KW - Syntheses KW - Tunnels UR - http://ntl.bts.gov/lib/25000/25000/25028/fhwappp.pdf UR - https://trid.trb.org/view/793261 ER - TY - ABST AN - 01464869 TI - Calibration of Rutting Models for HMA Structural and Mix Design AB - The accuracy of distress prediction models depends on effective calibration and validation with robust data sets. Pavement engineers need to see an acceptable correlation between the levels of permanent deformation observed in the field and the levels predicted with the hot mix asphalt (HMA) distress models used in structural and mix design. The objective of this study is to recommend revisions to the HMA rutting prediction model in the mechanistic-empirical pavement design guide and software developed in NCHRP Project 1-37A for consideration by the NCHRP Project 1-40 panel and the American Association of State Highway & Transportation Officials (AASHTO) Joint Task Force on Pavements. The recommended revisions will be based on the calibration and validation of distress models with measured materials properties and performance data from existing field and other full-scale pavement sections that incorporate modified as well as unmodified asphalt binders. KW - Asphalt mixtures KW - Asphalt pavements KW - Calibration KW - Hot mix asphalt KW - Mix design KW - National Cooperative Highway Research Program KW - Pavement design KW - Pavement distress KW - Rutting UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=965 UR - https://trid.trb.org/view/1233102 ER - TY - ABST AN - 01458573 TI - Conducting a Noise Survey of the Highway Driving Simulator (HDS) AB - No summary provided. KW - Driving simulators KW - Highways KW - Noise control KW - Noise sources KW - Research projects KW - Surveys UR - https://trid.trb.org/view/1226784 ER - TY - ABST AN - 01557253 TI - Developing a National Database System for Maintenance Actions on Highway Bridges AB - A variety of maintenance actions are performed by highway agencies to preserve highway bridges. Although similar maintenance actions are applied, applications methods, rates, bases of measurement, costs, performance, and other related factors differ among these agencies. There is no widely accepted system for uniformly recording data pertaining to maintenance actions. Research is needed to review relevant information; recommend uniform definitions of the data associated with maintenance actions, and develop a database system for collection, storage, and retrieval of related data. These definitions and the database system will ensure proper interpretation of the data, facilitate their use by highway agencies in evaluating cost and performance of alternative maintenance applications, and provide a basis for cost-benefit analysis and evaluation of cost and deterioration models. These products will provide for maximum sharing and use of bridge-maintenance data and will help highway agencies make appropriate adjustments to improve performance or reduce cost of maintenance actions, thereby effectively managing bridge-maintenance resources and achieving the best possible value for the public dollar. The objective of this research was to develop a national database system of bridge-maintenance actions, materials, and methods, and their effectiveness to provide a means for establishing a record of actions that includes uniform descriptions of maintenance activities, bases of measurement, costs, impacts, performance, and other relevant data for use in cost-benefit analysis, selection of maintenance actions, or other related decisions. It was envisioned that the database system will be made adaptable for web-based application in a future project. KW - American Association of State Highway and Transportation Officials KW - Benefit cost analysis KW - Bridge management systems KW - Databases KW - Deterioration KW - Highway bridges KW - Maintenance KW - National Cooperative Highway Research Program KW - Performance UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=384 UR - https://trid.trb.org/view/1346913 ER - TY - ABST AN - 01557252 TI - Research for the AASHTO Standing Committee on Planning. Task 61. Monetary Valuation per Dollar of Investment in Different Performance Measures AB - This 2007 study reviews existing forms of performance measurement techniques and the types of conversion factors and models being used. It then provides case studies showing how some organizations are increasing the degree to which they are converting performance metrics into dollar terms. Finally, it develops guidance for transportation agencies on useful approaches to improve performance measurement. KW - Investments KW - National Cooperative Highway Research Program KW - Performance evaluations KW - Planning KW - Research projects KW - Transportation departments KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1275 UR - https://trid.trb.org/view/1346912 ER - TY - ABST AN - 01557250 TI - Research for the AASHTO Standing Committee on Planning. Task 59. Transportation and Health AB - This research report investigates how states and metropolitan planning organizations (MPO) are addressing health issues - and in particular, physical activity - through their transportation planning process, and to document emerging practices and working relationships in this area. An Internet-based survey was conducted of state departments of transportation (DOT), MPOs, and public health agencies to identify activities that they are undertaking to address physical activity and health through transportation planning. National experts on this topic also were contacted to identify noteworthy activities at the state and regional level. The report concludes with lessons learned from the case studies as well as recommendations for state DOTs and MPOs interested in addressing health issues in their transportation plans. KW - Best practices KW - Health KW - Metropolitan planning organizations KW - National Cooperative Highway Research Program KW - Research projects KW - State departments of transportation KW - States KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1273 UR - https://trid.trb.org/view/1346910 ER - TY - ABST AN - 01549630 TI - Research for the AASHTO Standing Committee on Planning. Task 59. Transportation and Health AB - This research report investigates how states and metropolitan planning organizations (MPO) are addressing health issues -- and in particular, physical activity -- through their transportation planning process, and to document emerging practices and working relationships in this area. An Internet-based survey was conducted of state departments of transportation (DOT), MPOs, and public health agencies to identify activities that they are undertaking to address physical activity and health through transportation planning. National experts on this topic also were contacted to identify noteworthy activities at the state and regional level. The report concludes with lessons learned from the case studies as well as recommendations for state DOTs and MPOs interested in addressing health issues in their transportation plans. KW - Case studies KW - Infrastructure KW - Metropolitan planning organizations KW - State departments of transportation KW - Structural health monitoring KW - Surveys KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1273 UR - https://trid.trb.org/view/1339859 ER - TY - ABST AN - 01458574 TI - Strain Gages AB - No summary provided. KW - Pavement design KW - Performance evaluations KW - Research projects KW - Strain gages KW - Structural design UR - https://trid.trb.org/view/1226785 ER - TY - ABST AN - 01557249 TI - Research for the AASHTO Standing Committee on Planning. Task 58. Best Practices for State and MPO NHS and STP Programming AB - The objectives of this task are to : (1) conduct a survey of the states and selected MPO areas to look for commonalties and unique approaches to project identification, prioritization, and selection; (2) identify those areas which have had the greatest success matching their transportation needs and objectives to the general STP and NHS projects funded in their state and/or local TIPS; (3) analyze their approaches to these issues, and determine which approaches have the greatest potential to be successful if applied in other areas. If necessary, to develop new approaches or variations on the lessons learned; and (4) document these best practices; identify specific elements that encourage and/or support the use of these preferred methods, and barriers that may exist to their implementation by other local or state organizations. KW - Best practices KW - National Cooperative Highway Research Program KW - Programming (Planning) KW - Research projects KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1272 UR - https://trid.trb.org/view/1346909 ER - TY - ABST AN - 01557248 TI - Research for the AASHTO Standing Committee on Planning. Task 57. Institutional Needs in Safety Planning AB - The objective of this project is to provide information, assistance, and guidance on how to institutionalize a process for integrating the necessary transportation and safety stakeholders into a comprehensive safety planning process and suggest methods for improving the state of the art. KW - National Cooperative Highway Research Program KW - Planning methods KW - Research projects KW - Safety KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1271 UR - https://trid.trb.org/view/1346908 ER - TY - ABST AN - 01463083 TI - Truck Noise-Source Mapping AB - Heavy trucks are significant contributors to overall traffic noise levels, and transportation agencies must better understand the location and relative levels of the principal noise sources (e.g., exhaust, mechanical, tire/pavement, and aerodynamic) on heavy vehicles in order to more successfully mitigate traffic noise impacts. Typical measures used to mitigate highway traffic noise include noise barriers, land use planning, and insulation of structures. Some transportation agencies are investigating additional measures, such as quiet pavements. Newer acoustical measurement and mapping techniques such as beamforming show promise for isolating the location and extent of the primary noise sources emanating from heavy trucks. Some studies suggest that near-field acoustical holography is a good complement to beamforming for measurement and mapping of low-frequency sounds. Data obtained in this project could directly support a number of ongoing quiet pavement research studies, including the FHWA Quiet Pavement Pilot Project. The data will also yield information that could greatly enhance computer analysis of traffic noise impacts that are a part of environmental impact reports. Information from this project will guide decisions made at both a management level and a project design level. The objective of this study is to use acoustic measurement and noise-source mapping techniques to accurately identify, locate, and quantify the noise sources on typical commercial truck and tractor-semitrailer combinations operating in the U.S. roadway environment. KW - Commercial vehicles KW - Highway traffic KW - Land use planning KW - Mapping KW - Noise barriers KW - Noise sources KW - Research projects KW - Tractor trailer combinations KW - Traffic noise KW - Trucks UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=932 UR - https://trid.trb.org/view/1231308 ER - TY - ABST AN - 01460607 TI - Research for AASHTO Standing Committee on Highways. Task 210. Guidelines for the Selection of Cable Barrier Systems AB - This study will produce a definitive set of recommendations for the selection of cable barrier systems (both generic designs and high-tension proprietary designs). The recommendations will be based on available data from evaluations by state DOTs and other credible sources. AASHTO's Technology Implementation Group (TIG) will also be working on cable median barriers. Information should be shared in both directions. The contract was executed on August 25, 2005 and work is underway. KW - Cable stayed bridges KW - Cable systems KW - Design KW - Median barriers KW - National Cooperative Highway Research Program KW - Research projects KW - State departments of transportation KW - Tension UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1226 UR - https://trid.trb.org/view/1228824 ER - TY - ABST AN - 01463058 TI - Research for the AASHTO Standing Committee on the Environment. Task 22. Land Use Forecasting for Indirect Impacts Analysis AB - The objective of this study is to review, evaluate, and summarize available approaches for transportation project build and no-build land use forecasts; to identify best practices; and to develop suggested methodologies based on best practices. Methodologies should cover comparisons of population size and composition; land use distribution; and location and timing of growth. KW - Analysis KW - Best practices KW - Forecasting KW - Impacts KW - Land use KW - Land use planning KW - Methodology KW - National Cooperative Highway Research Program KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1294 UR - https://trid.trb.org/view/1231283 ER - TY - ABST AN - 01458503 TI - The AAA Foundation for Traffic Safety (AAAFTS) AB - No Summary Provided. KW - Foundations KW - Research projects KW - Traffic safety KW - Traffic safety education UR - https://trid.trb.org/view/1226714 ER - TY - RPRT AN - 01030757 AU - Wenzlick, John D AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Deck Replacement with Precast Reinforced Concrete Segments PY - 2005/08/19/Final Report SP - 20p AB - The deck to be replaced in this project was on the Nemo Bridge, built in 1960 by the U.S. Army Corps of Engineers over Pomme De Terre Lake. This 1698-ft-long steel bridge had wide flange girders with a 7-in.-thick composite reinforced concrete deck only 22 ft wide. HNTB Company, the design consultants, had originally designed the deck to be built by conventional methods one lane-width at a time, which would have taken 2 years and required one-way traffic on the bridge during the whole construction. The narrow lane would not allow emergency vehicles or school buses to cross. Closing the bridge would have caused a 30-mi detour. Bridge Maintenance Engineer David O'Connor suggested using full thickness prefabricated deck panels to speed up the construction of the Nemo Bridge. The Missouri Department of Transportation (MoDOT) received favorable response to this idea internally and also at an on-site public hearing. The local residents and business owners were very supportive and excited about the idea of less traffic disruption, especially on busy summer weekends when tourists, campers and fishermen are visiting. HNTB then started redesigning the bridge plans. It was decided to replace the deck by only closing the bridge on Sunday through Thursday nights from 7PM to 7AM between the Memorial Day weekend and the Labor Day weekend. A precast deck system, using 10-ft-long precast sections with the barrier attached, allowed overnight replacement of a least 30 ft of bridge deck per night. To offset some of the costs of the prefabricated deck panels, $160,000 of federal Innovative Bridge Research and Construction (IBRC) funds were used. The contract went smoother than expected because of the excellent work of the design group and innovative practices of the contractor. The contractor, CC&G, had to cast 162 precast sections and had only one 10-ft panel rejected. Because of forming on a long casting bed by continuous spans, the longitudinal alignment of the in-place sections was almost perfect. CC&G set as many as eight sections, 80 ft of new deck, in one night. They had no problem in setting the whole deck before Labor Day 2004, saving an entire year of construction and inconvenience to the public. KW - Bridge decks KW - Financing KW - Innovation KW - Innovative Bridge Research and Construction Program KW - Nighttime construction KW - Precast concrete KW - Prefabricated structures KW - Rehabilitation (Maintenance) KW - Time savings UR - http://library.modot.mo.gov/RDT/reports/Ri04027/or06003.pdf UR - http://ntl.bts.gov/lib/56000/56000/56052/MO_OR06-003.PDF UR - https://trid.trb.org/view/787649 ER - TY - RPRT AN - 01011108 AU - Reister, Mitch AU - Yonge, David AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Application of a Simplified Analysis Method for Natural Dispersion of Highway Stormwater Runoff PY - 2005/08/19/Final Report SP - 361p AB - This paper focuses on evaluating natural dispersion runoff infiltration performance by utilizing simulated rainfall/runoff data collected using a field-scale rainfall simulator coupled with a numerical model to study the effects of slope length, angle, and impervious contributory area on natural dispersion applications. A simplified equation was established, termed the low impact development (LID) Design Equation, to analyze natural dispersion performance based on multiple variables that can be determined for site specific conditions, allowing highway engineers to tailor natural dispersion requirements to various locations throughout Washington. Furthermore, the research and resulting evaluation procedure indicate that current evaluation procedures for the use of natural dispersion as a viable stormwater quantity control strategy are not physically accurate. KW - Equations KW - Impervious soils KW - Infiltration KW - Length KW - Natural dispersion KW - Rainfall KW - Runoff KW - Slope angle KW - Slopes UR - http://www.wsdot.wa.gov/research/reports/fullreports/618.1.pdf UR - https://trid.trb.org/view/767346 ER - TY - RPRT AN - 01014834 AU - Simmons, R M AU - Lasa, Ivan R AU - Powers, Rodney G AU - Sagues, Alberto A AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - Evaluation of Remotely Monitored Battery Powered Systems for Cathodic Protection of Reinforced Concrete PY - 2005/08/16/Final Report SP - 49p AB - This report discusses the performance of a remotely monitored battery power supply system designed to provide cathodic protection to reinforced concrete structures. The modular cathodic protection power supply consists of a conveniently sized battery pack provided with an output control device and electronics that transmits the system condition to a Base Unit. The system uses radio signals to communicate the status to the Base Unit which is connected to a remotely monitored data logger. The system was tested under controlled laboratory conditions and at an actual cathodic protection field site. The field site was a bridge owned and operated by the Florida Department of Transportation in Jacksonville, Florida. Reliability of the radio transmissions between Modular Cathodic Protection System (MCPS) components was evaluated in the laboratory as well as in the field. Communication between the MCPS and a third party data logger was also evaluated. The accuracy of the configured output voltage was checked to ensure proper cathodic protection voltage could be provided to a reinforced concrete structure. The findings indicate that the MCPS has the ability to provide adequate cathodic protection to concrete structure components and can provide information on the status of the cathodic protection system wirelessly. Equipment modifications recommended to enhance the dependability of the system include the use of two-way communication. Improvement of the circuitry efficiency is needed to minimize current drain on the batteries and achieve practical operating periods. KW - Cathodic protection KW - Concrete structures KW - Data logging KW - Electric batteries KW - Electric power supply KW - Field tests KW - Jacksonville (Florida) KW - Laboratory tests KW - Monitoring KW - Radio signals KW - Reinforced concrete KW - Reinforced concrete bridges KW - Remote sensing KW - Voltage KW - Wireless communication systems UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC353_45_rpt.pdf UR - https://trid.trb.org/view/768030 ER - TY - ABST AN - 01460577 TI - LTPP - Datapave Online Evaluation AB - The objective of this project is to make the LTPP data more accessible to the worldwide transportation community, by developing an online web site. The LTPP DataPave Online has been developed to provide middle and upper-level transportation managers and other users with quick, easy-to-use presentations to illustrate the value and potential of LTPP data. In addition it provides a user-friendly format for exploring, extracting, and organizing the extensive LTPP data for data analysis. KW - Data banks KW - Internet KW - Management KW - Pavements KW - Research projects KW - Websites (Information retrieval) UR - http://www.ltpp-products.com/ UR - https://trid.trb.org/view/1228794 ER - TY - ABST AN - 01557247 TI - Research for the AASHTO Standing Committee on Planning. Task 56. Highway Construction Project Coordination to Minimize Traffic Impact AB - This document outlines several examples of various approaches to overcome traditional institutional barriers to coordination of highway construction projects for the benefit of traffic mobility along a corridor or network. Additionally, the report provides recommendations for a process that can benefit agencies responsible for implementing construction and maintenance programs while maintaining reasonable levels of traffic flow. KW - Construction KW - Highway maintenance KW - National Cooperative Highway Research Program KW - Project management KW - Research projects KW - Traffic delays KW - Work zone traffic control UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1270 UR - https://trid.trb.org/view/1346907 ER - TY - ABST AN - 01548220 TI - Research for the AASHTO Standing Committee on Planning. Task 56. Highway Construction Project Coordination to Minimize Traffic Impacts AB - This document outlines several examples of various approaches to overcome traditional institutional barriers to coordination of highway construction projects for the benefit of traffic mobility along a corridor or network. Additionally, the report provides recommendations for a process that can benefit agencies responsible for implementing construction and maintenance programs while maintaining reasonable levels of traffic flow. KW - Coordination KW - Highway maintenance KW - Mobility KW - Project management KW - Road construction KW - Traffic flow UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1270 UR - https://trid.trb.org/view/1335893 ER - TY - ABST AN - 01546054 TI - Low-Cost Improvements for Recurring Freeway Bottlenecks AB - The objective of this project was to develop a technical guide for identifying existing and future recurring freeway bottlenecks and determining appropriate low-cost geometric and operational improvements to mitigate them. KW - Bottlenecks KW - Freeway management systems KW - Incident management KW - Merging traffic KW - Queuing KW - Traffic congestion KW - Traffic flow UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=839 UR - https://trid.trb.org/view/1333006 ER - TY - RPRT AN - 01011105 AU - Corbeil, Allan AU - Pieramico, Alan AU - Shipley, Chuck AU - Technology Service Corporation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Radar for Traffic Monitoring PY - 2005/08/09/Final Research Report SP - 33p AB - Technology Service Corporation (TSC) investigated the technical feasibility of building a traffic monitoring sensor that is based on a police speed radar. This sensor would provide estimated vehicle counts and speeds along an extended stretch of remote roadway. TSC evaluated the visibility from two Washington State Department of Transportation (WSDOT) towers that were suggested as demonstration test sites. A radar system configuration was designed for future implementation and required components and costs were identified. KW - Costs KW - Monitoring KW - Radar KW - Remote sensing KW - Traffic counting KW - Traffic speed KW - Traffic surveillance UR - https://trid.trb.org/view/767446 ER - TY - RPRT AN - 01042195 AU - Kim, Y Richard AU - Lee, Sugjoon AU - Seo, Youngguk AU - El-Haggan, Omar AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Impact of Price Reductions on the Long-Tern Pavement Performance of HMA Mixes in North Carolina PY - 2005/08/08/Final Report SP - 96p AB - Article 105-3 of the North Carolina Department of Transportation (NCDOT) Standard Specifications for Road and Structures provides guidance on price adjustments for hot mix asphalt (HMA) pavements that are not within reasonably close conformity with the specifications but for which the work is to be accepted and remains in place. Although the impact of this Article is enormous, no research has been done in North Carolina to support whether the current practice is adequate. The primary objective of the research reported herein was to determine whether price reduction calculations under the provisions of Article 105-3 are adequate. The type of pavement deficiency addressed in this research is in situ density. Both fatigue and rutting performance are evaluated. The following laboratory tests were performed on two North Carolina Superpave mixtures with varying air void contents: (1) axial compression dynamic modulus tests for modulus determination; (2) indirect tension (IDT) tests for fatigue performance evaluation; (3) triaxial repeated load permanent deformation (TRLPD) tests for rutting evaluation; and (4) accelerated pavement tests on laboratory pavement slabs for fatigue and rutting evaluation using the third-scale Model Mobile Loading Simulator (MMLS3). Air void models for the dynamic modulus, fatigue cracking, and rutting are developed using the laboratory test data. The results from the material level performance tests and the MMLS3 tests allowed the calculation of the price reduction factor (PRF) values. It was found that the PRF values are not sensitive to the testing methodology used (i.e., the MMLS3 vs. IDT or TRLPD tests); rather they are significantly different, depending upon which performance characteristic is used (i.e., fatigue cracking vs. rutting). Pavement performance prediction methodologies were developed that predict the fatigue life and permanent deformation growth of the asphalt pavement under the MMLS3 loading. These methodologies are based on material level performance models, multilayered elastic analysis, and the time-temperature superposition principle to account for the differences between the material level testing conditions and the MMLS3 testing conditions. The fatigue life prediction algorithm adopts a cumulative damage analysis; the permanent deformation prediction algorithm uses a sublayering method. It was found that the prediction methodologies yield reasonable predictions of fatigue life and permanent deformation growth of asphalt slabs under the MMLS3 loading. These pavement performance prediction methodologies were implemented into the computer program called AP4 (Asphalt Pavement Performance Prediction Program). This program allows the determination of the service life for fatigue cracking and rutting based on the inputs of air void contents in all the HMA layers. Case studies of five density deficient pavements were conducted, which resulted in reasonable price reductions. KW - Air voids KW - Algorithms KW - Asphalt pavements KW - Case studies KW - Computer programs KW - Fatigue (Mechanics) KW - Fatigue life KW - Hot mix asphalt KW - In place density KW - Laboratory tests KW - Mathematical prediction KW - Model mobile load simulators KW - North Carolina KW - Pavement cracking KW - Pavement performance KW - Performance based specifications KW - Price adjustment KW - Rutting KW - Service life KW - Superpave UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2002-07FinalReport.pdf UR - https://trid.trb.org/view/803337 ER - TY - RPRT AN - 01019644 AU - Yonge, David AU - Shanmugan, Harini AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Assessment and Mitigation of Potential Environmental Impacts of Portland Cement Concrete Highway Grindings PY - 2005/08/08/Draft Final Research Report SP - 42p AB - The primary objectives of this study were to quantify the affect of Portland Cement Concrete (PCC) slurry on roadside soil pH and to evaluate the effectiveness of using compost to at least partially neutralize slurry pH. Soil pH as a function of depth was determined along known areas of slurry disposal (I-90 and SR-195). Soil metal concentrations (cadmium, copper, lead and zinc) and soil calcium concentrations were also determined. Slurry pH neutralization tests were performed by blending compost (from two different sources) with PCC grinding slurry at three slurry:compost ratios and monitoring pH as a function of time. Roadside soil pH was shown to be significantly elevated in some areas along SR-195 and slightly elevated in some of the I-90 sampling locations. Compost was shown to reduce slurry pH from about 12 to as low as 8.6 for a slurry:compost ratio of 5:1 (w/w). No significant difference between background soil metal concentrations and those in impacted areas was observed. KW - Cadmium KW - Calcium KW - Compost KW - Concentration (Chemistry) KW - Concrete pavements KW - Copper KW - Depth KW - Environmental impacts KW - Grinding KW - Highway maintenance KW - Lead (Metal) KW - Metals KW - Neutralization KW - Pavement maintenance KW - pH value KW - Portland cement concrete KW - Resurfacing KW - Roadside KW - Slurry KW - Slurry disposal KW - Soils KW - Surface course (Pavements) KW - Zinc UR - http://www.wsdot.wa.gov/research/reports/fullreports/628.1.pdf UR - https://trid.trb.org/view/772422 ER - TY - ABST AN - 01557251 TI - Research for the AASHTO Standing Committee on Planning. Task 60. State DOT Consideration of Infrastructure Development Potential Planning AB - This 2007 guide seeks to assist state Departments of Transportation (DOTs) in understanding the relevance of economic development in relation to their planning activities and assesses the potential economic development benefits of their actions. The guide explains economic development concepts as they relate to transportation improvements. It also describes the promotion of economic development as a public policy goal and summarizes the current state of involvement of state DOTs in economic development. Because the intended audience is state DOTs, this document focuses primarily on highway improvements, although many of the concepts and techniques apply to other modes as well. KW - Development KW - Infrastructure KW - National Cooperative Highway Research Program KW - Research projects KW - State departments of transportation KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1274 UR - https://trid.trb.org/view/1346911 ER - TY - RPRT AN - 01018653 AU - Mohammad, Louay N AU - Wu, Zhong AU - Raqib, Abdur AU - Louisiana Transportation Research Center AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Investigation of the Behavior of Asphalt Tack Interface Layer PY - 2005/08/04/Final Report SP - 126p AB - Asphalt tack coat is a light application of asphalt, usually asphalt diluted with water. It ensures a bond between the surface being paved and the overlying course by providing increased shear strength between two interfaces. Normally hot asphalt cements, emulsified asphalts or cutback asphalts are used as tack coat. The objective of this study was to evaluate the practice of using tack coats through controlled laboratory simple shear tests and determine the optimum application rate. The influence of tack coat types, application rates, and test temperatures on the interface shear strength was examined. Six emulsions (CRS-2P, CRS-2L, SS-1, CSS-1, SS-1h and SS-1L) and two asphalt binders (PG 64-22 and PG 76-22M) were selected as tack coat materials. The residual application rates considered were 0.00 l/sq m (0.00 gal/sq yd), 0.09 l/sq m (0.02 gal/sq yd), 0.23 l/sq m (0.05 gal/sq yd), 0.45 l/sq m (0.1 gal/sq yd), and 0.9 l/sq m (0.2 gal/sq yd). A simple shear test was performed to determine the shear strength at the interface at two test temperatures, 25 deg C (77 deg F) and 55 deg C (131 deg F). The influence of vertical load levels on interface bonding strength was evaluated using the optimum tack coat material and application rate. Based on the statistical analysis of the interface bond strengths provided by various tack coat types at different application rates, both CRS-2P and CRS-2L were identified as the optimum tack coat types among the eight tack coats considered in this study. The preliminary test results indicated that CRS-2P emulsion provided the highest interface bond strength at the test temperature of 25 deg C (77 deg F) whereas CRS-2L provided the highest interface bond strength at the test temperature of 55 deg C (131 deg F), both at an optimum residual application of 0.09 l/sq m(0.02 gal/sq yd). In addition, it was found that shear resistance at the interface increased significantly with an increase in vertical load and decreased with an increase in temperature. KW - Asphalt KW - Asphalt emulsions KW - Bituminous binders KW - Bond strength (Materials) KW - Interfaces KW - Shear strength KW - Shear tests KW - Statistical analysis KW - Tack coats KW - Temperature UR - http://www.ltrc.lsu.edu/pdf/2005/fr_394.pdf UR - https://trid.trb.org/view/771634 ER - TY - ABST AN - 01548860 TI - Placement of Traffic Barriers on Roadside and Median Slopes AB - In the 1970s, an analysis of barriers placed on slopes indicated that most guardrails do not perform well when placed on 1:6 or steeper slopes. Since that time, the vehicle fleet has changed dramatically, with the popularity of light trucks and sport utility vehicles increasing dramatically. Further, there has been a significant change in the design of roadside barriers in recent decades. High-tension cable barriers are beginning to gain widespread acceptance, and there have been changes to the traditional W-beam barriers. It is unclear how these changes affect the behavior of longitudinal barriers placed on slopes. Information from the National Highway Traffic Safety Administration (NHTSA) Fatality Analysis Reporting System (FARS) database indicates that some cross-median crashes have occurred where median barriers were in place. Further, a full-scale crash test has shown that a passenger vehicle can penetrate a cable barrier on the back-slope of a depressed median. With the dramatic increase in use of barriers in depressed medians, a more detailed study of the performance of barriers in depressed medians is needed to achieve acceptable safety performance. The scope of this study does not include barrier terminals. The objective of this project is to produce comprehensive recommendations for placement of barriers on roadside and median slopes. The guidelines should address all of the common types of barriers used in the United States. KW - Cross sections KW - Fatality Analysis Reporting System KW - Guardrails KW - Guidelines KW - Impact tests KW - Median barriers KW - Roadside structures KW - Slopes UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=695 UR - https://trid.trb.org/view/1336332 ER - TY - ABST AN - 01547928 TI - Human Factors Guidelines for Road Systems--Phase 2 AB - National Cooperative Highway Research Program (NCHRP) Project 17-18(8) initiated development of a Human Factors Guidelines (HFG) document. This document is to be a resource that highway designers and traffic engineers can readily use in their work. It will serve as a complement to existing and planned design guides and standards, such as the Manual on Uniform Traffic Control Devices, the American Association of State Highway and Transportation Officials' (AASHTO's) Policy on Geometric Design of Highways and Streets, and the under-development Highway Safety Manual. Although existing design standards recognize some basic road-user design parameters, the standards do not provide sufficient explanation and background to develop solutions to the many, varied types of design and operational problems associated with human behavior and capabilities. Human factors guidelines are needed to provide engineering solutions to human-centered safety problems and to address aspects of roadway safety specifically from the road-user perspective. The ultimate goal is to develop the HFG as a comprehensive set of human factors safety guidelines to assist engineers and others to achieve safer and more useable design, operation, and maintenance of roadways. Although there are many groups who may use the HFG, the primary audience includes those practitioners dealing with design and operational issues in their normal work. Therefore, the HFG must be user friendly and easily cross-referenced with existing design manuals. NCHRP Project 17-18(8) developed a preliminary outline for the HFG and drafts of Chapters 1 and 5. A CD-ROM of the draft chapters has also been developed. In addition, the Transportation Research Board (TRB) Joint Subcommittee on International Human Factor Guidelines for Road Systems will develop a draft Chapter 3. The TRB Joint Subcommittee, which was created to help plan the development of a human factors guideline for road systems, at its meeting discussed the next steps in developing the HFG. They recommended that the next steps include refinement and enhancement of Chapters 1, 3, and 5 and development of additional chapters. The intent is that the chapters developed under Project 17-18(8) and this project will serve as the initial HFG. The HFG will be recommended for adoption by AASHTO. The objectives of this research are to (1) develop a style guide for the Human Factors Guide (HFG); (2) refine Chapters 1, 3, and 5; (3) evaluate the CD-ROM delivery format developed as part of NCHRP Project 17-18(8); and (4) develop three selected new chapters for the HFG. KW - Guidelines KW - Highway design KW - Highway safety KW - Highway Safety Manual KW - Human factors KW - Manual on Uniform Traffic Control Devices KW - Manuals UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=457 UR - https://trid.trb.org/view/1335576 ER - TY - ABST AN - 01463070 TI - Median Intersection Design for Rural High-Speed Divided Highways AB - There has been a substantial amount of recent work on various aspects of median intersection design, but much of it is not yet reflected in national guides. In addition to typical four- and three-legged intersections, updates are needed for median crossovers without an intersecting roadway. The objective of this project is to recommend improvements to the rural median intersection and crossover design information in the AASHTO Policy on Geometric Design of Highways and Streets (Green Book) and the Manual on Uniform Traffic Control Devices (MUTCD) for high-speed (50 mph and faster) divided highways with partial or no control of access. The recommendations will cover geometric plan layout and traffic control devices. KW - Access control (Transportation) KW - Crossovers KW - Design KW - High speed vehicles KW - Highways KW - Intersections KW - Medians KW - National Cooperative Highway Research Program UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=410 UR - https://trid.trb.org/view/1231295 ER - TY - ABST AN - 01460680 TI - Investigate Statewide Operations Data Archives AB - Washington State Department of Transportation (WSDOT) has a number of data sources that describe traffic volume, roadway performance, and travel delays for state roadways. This data needs to be widely available in order to facilitate a wide variety of analysis related to road system performance, homeland security and emergency preparedness. This research will identify the data sources, examine data storage and access capabilities and identify new sources of data that may be useful. By bringing together the various data providers and users, the research will develop options for meeting WSDOT's technical data needs. This research will produce recommendations to improve WSDOT's ability to collect, store and access data so that roadway and system analyses can be conducted. Additionally, the research will recommend a prototype data archive that will include a cost estimate for implementation. KW - Cost estimating KW - Data collection KW - Emergency response time KW - Recordkeeping KW - Research projects KW - Traffic delays KW - Traffic volume KW - Travel KW - User benefits UR - https://trid.trb.org/view/1228898 ER - TY - ABST AN - 01460457 TI - Island Mapping of Chloride Deposition Rate AB - Corrosion of reinforcing steel in concrete is a major concern for all reinforced and prestressed concrete structures in coastal environments. Of the 580,000 bridges in the U.S.A., 160,000 are structurally deficient. Many of these deficiencies stem from the damage caused by excessive corrosion of reinforcing steel causing concrete spalling. The major initiator of corrosion of reinforcing steel is the ingress of chlorides through the cover concrete. In coastal environments such as Hawaii, chlorides accumulate on the surface of concrete structures through direct contact with seawater, splash zone exposure, or airborne salts for near-coastal environments. The Bridge Section of the Hawaii Department of Transportation is utilizing Pontis, an AASHTO bridge management system, to manage the State bridge inventory. In order to predict the likely onset of corrosion in both existing and new bridges, the Bridge Section is utilizing a recently developed LIFE 365 Corrosion Prediction model. LIFE 365 considers numerous variables, including the concrete material properties, use of admixtures and reinforcement coating, concrete cover thickness, and environmental and exposure conditions. The most important environmental conditions are the ambient temperature (relatively constant and well defined in Hawaii) and the Surface-Chloride-Concentration Profile, which indicates the rate at which chlorides accumulate on the surface of the concrete. No information is currently available regarding the rate of chloride accumulation at various locations in Hawaii. This variable has a significant effect on the time to onset of corrosion and will greatly affect the output from the LIFE 365 computer model. Inaccurate predictions can lead to expensive mismanagement of the transportation infrastructure. If onset of corrosion can be predicted more accurately, relatively inexpensive remedial measures can be implemented so as to avoid more expensive repairs once cracking and spalling occur. The objective of the proposed research is to develop chloride-deposition-rate maps for the Hawaiian Islands. Chloride deposition rates will be monitored at representative locations around Oahu and inferences will be made regarding the deposition rates for similar locations on the neighbor islands. KW - Chlorides KW - Coastal environment KW - Concrete bridges KW - Corrosion KW - Corrosion resistance KW - Hawaii KW - Prestressed concrete bridges KW - Reinforced concrete bridges KW - Reinforcing steel KW - Research projects KW - Spalling UR - https://trid.trb.org/view/1228674 ER - TY - ABST AN - 01460455 TI - Updating of the State Pavement Management System and Calibration of the 2002 Design Guide for Hawaiian Conditions AB - An update of the current pavement management and pavement design practices are needed for the State of Hawaii. An updated pavement management system (PMS) can provide several benefits to the Hawaii Department of Transportation (HDOT). However, to realize such benefits, proper information must be collected and periodically updated, predictions of the performance and costs of alternative strategies must be made, and optimization procedures that consider the entire pavement life cycle must be developed. Selection of pavements for treatment using the current PMS practices is based solely on the severity of the pavement distress, which is not usually the best strategy. In addition, the current system does not have the capability to predict the consequences of different funding scenarios. The current HDOT Pavement Design Manual relies on an empirical approach to pavement design developed in California several decades ago. This procedure has become obsolete due to several developments. For example, new mixes have been developed such as the Superpave mixes and Stone matrix asphalt mixes, and traffic loads and tire pressures have generally increased. There is a need to update the current design procedures and at the same time Federal Highway Administration (FHWA) is encouraging the state DOT's to adopt the new mechanistic design principles for which considerable research has led to the development of a new mechanistic pavement design guide under NCHRP Project 01-37A. This proposal deals with the updating of the two aforementioned tools, which we believe it will result in a more efficient management of pavements in the State of Hawaii. Specifically, we propose to study those aspects that will form the foundation for these tools. The study will concentrate on the data collection technologies for distress identification, the assessment of different PMS software implementations including issues on databases and Geographic Information Systems (GIS), collection and analysis of the available data, and the calibration of the mechanistic-empirical transfer functions for local materials. KW - Asphalt mixtures KW - Asphalt pavements KW - Calibration KW - Hawaii KW - Hot mix asphalt KW - Pavement design KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Research projects KW - Stone matrix asphalt KW - Superpave KW - Traffic loads UR - https://trid.trb.org/view/1228672 ER - TY - RPRT AN - 01006611 AU - Sagues, Alberto A AU - Cotrim, C AU - Balakrishna, Vikas AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - Vibrational Evaluation of Tendons in Segmental Sections of Sunshine Skyway Bridge Main Spans PY - 2005/08/01/Final Report SP - 34p AB - This report presents results of vibration tests of external post-tensioned tendons of main spans of the Sunshine Skyway Bridge and amplifies the scope of previous interim communications. The tests were intended to aid in detecting possible corrosion damage or other distress leading to reduced or uneven tendon tension. Included is detailed analysis of data from tendons obstructed by contact against other tendons, using newly available data processing methodology. Vibrational testing was successfully conducted for about 85% of the tendon segment inventory initially considered for testing. Most tendons not evaluated were found to be not sufficiently accessible or too obstructed for this type of test. Average estimated tension values agreed with those expected from design. Variability of results was comparable with that obtained in previous similar surveys of Florida Department of Transportation bridges. Available results do not show dramatic tension disparities between continuing or directly opposed tendon segments that would be clearly indicative of tendon distress. Relatively low tensions have been obtained for some tendons but the low values appear to affect evenly several tendons in the same grouping, suggesting systematic causes other than punctual distress. KW - Corrosion KW - Florida KW - Posttensioning KW - Sunshine Skyway Bridge KW - Tendons (Materials) KW - Tension KW - Vibration tests UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD544_03_rpt.pdf UR - https://trid.trb.org/view/761980 ER - TY - RPRT AN - 01457235 AU - Schumacher, Leon G AU - Humburg, Daniel S AU - Mahapatra, Ajit AU - Hansen, Tonya J AU - Adams, Brian T AU - Taylor, Gary L AU - University of Missouri, Columbia AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Potential Impact of Biodiesel on SDDOT PY - 2005/08//Executive Summary SP - 11p AB - Research was conduced to determine the impact of a 5% blend (B5) of biodiesel with 95% petroleum diesel fuel on the South Dakota Department of Transportation (SDDOT). Biodiesel is made from vegetable oil or animal fat that has been transesterified. This process removes the glycerol from the oil. The transesterified oil can be used as a substitute for, or as an additive to, petroleum diesel fuel. Biodiesel is similar to #2 diesel fuel, but has a higher flash point, and is nontoxic and biodegradable. Biodiesel has a higher cloud point and cold filter plugging point than petroleum diesel fuels. Blending procedures and the impact of cold weather operation were evaluated to determine if a low level blend of biodiesel could be used reliably during South Dakota winters. Although previous biodiesel research indicated that neat biodiesel caused problems with rubber elastomers, no elastomer problems were noted during the test. The impact of a low level blend on engine performance was evaluated and the SDDOT fleet noted small reductions in fuel economy. The operators did not report reductions in power or torque when fueled with B5. Engine oil analysis suggested that engine component wear was essentially the same (or slightly lower) in vehicles fueled with B5 as compared to diesel fueled engines. Economic analyses of biodiesel fueling indicated a slight increase in fuel costs. KW - Biodiesel fuels KW - Blending KW - Cold weather KW - Diesel fuels KW - Engine components KW - Engine performance KW - Fuel conservation KW - South Dakota UR - http://www.sddot.com/business/research/projects/docs/SD2002-12_Final_Executive_Summary.pdf UR - https://trid.trb.org/view/1225420 ER - TY - RPRT AN - 01135515 AU - Southeastern Transportation Center AU - National Transportation Research Center, Incorporated AU - Federal Highway Administration TI - Advanced Photonics Technology for Transportation Security and Safety PY - 2005/08 SP - 18p AB - The project continued its focus on two technology areas related to heavy vehicle safety and improved performance: use of long-persistence phosphors (LPPs) in highway and road striping, and inclusion of ultraviolet illumination to headlight configurations (specifically, ultraviolet light-emitting diodes (UV LEDs)) to improve visibility. Test samples of three types of LPPs in stable acrylic matrices were used in conjunction with standard white striping paint and compared to striping paint samples without LPPs in these stable matrices. The LPP samples in the stable acrylic matrix showed minimal deterioration with over eight months of weathering, while LPP mixed directly in striping paint was seriously deteriorated. In addition a UV LED array containing sixty individual LEDs, combined with an incandescent headlight, was found to produce noticeable fluorescence effects within the lighted area when pulsed by a 12-VDC power source. These results have taken us beyond the feasibility stage to a point that next steps in the technology development would concentrate on commercialization issues. KW - Headlamps KW - Highway safety KW - Incandescent lamps KW - Light emitting diodes KW - Phosphorus KW - Photonics KW - Road marking materials KW - Ultraviolet light KW - Vehicle safety UR - http://www.ntrci.org/ntrci-24-2005-006 UR - https://trid.trb.org/view/894384 ER - TY - RPRT AN - 01108632 AU - Pearce, Vince AU - Dodge, Linda D AU - Federal Highway Administration TI - Emergency Transportation Operations: A Major ITS Initiative PY - 2005/08 SP - 1p AB - Over 400 tropical storms, hurricanes, tornadoes, and highway HAZMAT incidents require evacuation each year in the United States. These, plus winter weather, wild fires, complex multi-vehicle crashes, and potential security incidents, require the United States to be prepared for any eventuality. Responders must reach the scene, victims must evacuate the danger zone, and clearance and recovery resources must arrive on time. Effective real-time management of transportation during major incidents results in more timely responses to highway and hazmat incidents, and shorter incident durations. This initiative aims to improve the management of all forms of transportation emergencies through the application of ITS technologies. Advances in in-vehicle communication and information systems will provide access to essential real-time data about an incident and about transportation conditions on all routes throughout the affected region. KW - Advanced traveler information systems KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergency transportation KW - Evacuation KW - Hazards and emergency operations KW - Intelligent transportation systems KW - Traffic incidents KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/jpodocs/brochure/14091.htm UR - http://ntl.bts.gov/lib/jpodocs/brochure/initiatives/14091.pdf UR - https://trid.trb.org/view/868585 ER - TY - RPRT AN - 01108608 AU - Harding, John AU - Freitas, Mike AU - Federal Highway Administration TI - Integrated Corridor Management Systems: A Major ITS Initiative PY - 2005/08 SP - 1p AB - Traveling within a busy city can be frustrating and time-consuming. Traffic congestion continues to grow, with the greatest concentration of congestion along the principal routes in major metropolitan areas. These “critical corridors” that link activity centers (e.g., business centers, sports arenas, and shopping areas) with residential areas carry the highest volumes of people and goods. Despite an array of transportation management tools, integrated corridor management has not naturally emerged. Collaboration between planning and operations communities and integration of travel management tools could help shift travel demands between facilities and modes, thus reducing delays and increasing reliability and predictability of travel. Unused corridor capacity often exists on parallel routes, on the non-peak direction on freeways and arteries, within single-occupant vehicles, and in transit vehicles. Shifts in travel demand to unused capacity can be accomplished by delivering real time travel data through in-vehicle devices, changeable message signs, and 511 services, as well as through various traffic and transit management strategies, including adaptive traffic signal and ramp metering systems. This initiative will demonstrate how ITS technologies can efficiently and proactively manage the movement of people and goods in major transportation corridors in large cities. A planned model deployment will show how proven and promising ITS technologies, working together, can improve corridor mobility and productivity. KW - City planning KW - Cooperation KW - Highway corridors KW - Intelligent transportation systems KW - Management KW - Technology transfer KW - Transportation corridors KW - Transportation planning KW - Urban travel UR - http://ntl.bts.gov/lib/jpodocs/brochure/14087.htm UR - http://ntl.bts.gov/lib/jpodocs/brochure/initiatives/14087.pdf UR - https://trid.trb.org/view/868587 ER - TY - RPRT AN - 01088871 AU - Maher, Michael AU - Marshall, Chris AU - Harrison, Frank AU - Baumgaertner, Kathy AU - Golder Associates Incorporated AU - Federal Highway Administration TI - Context Sensitive Roadway Surfacing Selection Guide PY - 2005/08//Final Report SP - 354p AB - This guide documents the available options for roadway surfacing, and provides a decision-making process to allow consideration of all conventional engineering design factors, such as, structural capacity, performance, durability, safety, and life-cycle costs. It will also allow consideration of aesthetics, context compatibility, and environmental impacts. The guide presents a review of the Federal Lands Highway Division's Project Delivery Process (PDP) and a roadway surfacing selection process that includes consideration of context sensitivity, to be used in conjunction with the PDP. A CD-ROM, titled Roadway Surfacing Options Photo Album, accompanies the guide. KW - Context sensitive design KW - Decision making KW - Design engineering KW - Pavement design KW - Paving KW - Surface course (Pavements) UR - http://www.cflhd.gov/programs/techDevelopment/pavement/context-roadway-surfacing/documents/context-sensitive-roadways.pdf UR - https://trid.trb.org/view/849397 ER - TY - RPRT AN - 01088820 AU - Wright, Stephen G AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Soil Shear Strengths for Slope and Retaining Wall Stability Analyses with Emphasis on High Plasticity Clays PY - 2005/08//Technical Report SP - 100p AB - A number of TxDOT-sponsored studies and research projects have been conducted over the years regarding shear strength and slope stability issues of embankments. These projects span approximately 15 years, and each developed relationships and theories for soil strength relationships in different areas of the state. In addition, some findings from earlier projects have been refined or disputed in later studies. Data from these studies are spread throughout numerous reports, and in some cases unpublished, making the data are difficult to utilize. This implementation project was undertaken to review the data and develop a single, unified data set and guidelines that can be utilized in refining the Geotechnical Manual and presented to the geotechnical community in other publications. In this report important fundamentals pertaining to the shear strength of soils are reviewed and guidelines for determining appropriate values of soil shear strength parameters are presented for both undrained (short-term) and drained (long-term) stability conditions. Particular attention is given to the long-term strength properties of compacted high PI clay fills used for embankment construction. KW - Clay KW - Plasticity KW - Plasticity index KW - Retaining walls KW - Shear strength KW - Slope stability KW - Soil stabilization KW - Soils UR - http://www.utexas.edu/research/ctr/pdf_reports/5_1874_01_1.pdf UR - https://trid.trb.org/view/849232 ER - TY - RPRT AN - 01075154 AU - Federal Highway Administration TI - Iron County Transportation Corridor from State Road 56 to exit 51 on Interstate 15 : environmental impact statement PY - 2005/08//Volumes held: Draft, Final KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/834548 ER - TY - RPRT AN - 01055775 AU - Srinivasan, Sivaramakrishnan AU - Ghosh, Prabuddha AU - Bricka, Stacey AU - Bhat, Chandra R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Conversion of Volunteer-Collected GPS Diary Data into Travel Time Performance Measures: Algorithm for Extracting Travel Diary Data from GPS Streams and GPS-TDG Software Design PY - 2005/08//Technical Report SP - 46p AB - Conventional travel-survey methodologies require the collection of detailed activity-travel information, which imposes a significant burden on respondents, thereby adversely impacting the quality and quantity of data obtained. Advances in global positioning system (GPS) technology have provided transportation planners with an alternative and powerful tool for more accurate travel-data collection with minimal user burden. The data recorded by GPS devices, however, do not directly yield travel information; the navigational streams recorded by GPS devices have to be processed and the travel patterns derived from them. The focus of this research project is to develop software to automate the processing of raw GPS data and to generate outputs of activity-travel patterns in the conventional travel-diary format. The software will identify trips and characterize them by several attributes, including trip-end locations, trip purpose, time of day, distance, and speed. Within the overall focus of the research, this report describes the algorithm developed for the detection and characterization of trips from GPS navigational streams. The software design details are also presented. KW - Algorithms KW - Data collection KW - Global Positioning System KW - Information processing KW - Software KW - Transportation planning KW - Travel patterns KW - Travel surveys UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5176_2.pdf UR - https://trid.trb.org/view/815076 ER - TY - RPRT AN - 01051940 AU - Topkaya, C AU - Yura, J A AU - Williamson, Eric B AU - Frank, Karl H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Composite Action during Construction of Steel Trapezoidal Box Girder Bridges PY - 2005/08//Technical Report SP - 54p AB - In steel trapezoidal box girder bridge systems, the U-shaped steel girder is designed to act compositely with the concrete deck to form a closed box for live loading. During the construction stage, however, the behavior is not well understood. The usual practice of assuming the system to be non-composite during construction requires substantial top flange bracing to form a quasi-closed box section. Composite box girders with live loading, and girders during construction, have to be evaluated during the design of curved steel trapezoidal box girder bridges. Considering both cases, the design for construction loading is the least understood and is the most important. Stresses due to construction loading can reach up to 60-70 percent of the total design stress for a given cross section. A three-phase study was undertaken to investigate the behavior of curved trapezoidal box girders during construction. In the first phase, laboratory tests were performed to investigate the shear transfer between the concrete deck and steel girder at early concrete ages (hours, not weeks). In the second phase, an easy-to-use finite element program, UTrAp, was developed for the analysis of these systems under construction loads and is documented in CTR Report 1898-3 (October 2002). The program has the capability of modeling the effects of semi-cured concrete. The third phase focused on the monitoring of two curved trapezoidal box bridges during construction. The measured forces and stresses in the field were compared with the analyses using the developed software. Findings from laboratory and field tests revealed that composite action develops at very early concrete ages. The developed software provides good correlation between measured field data and computed results. KW - Box girder bridges KW - Composite action KW - Construction KW - Construction loads KW - Curved trapezoidal girders KW - Early age concrete KW - Field tests KW - Finite element method KW - Laboratory tests KW - Shear transfer KW - Software KW - Steel KW - Stresses UR - http://www.utexas.edu/research/ctr/pdf_reports/0_1898_2.pdf UR - https://trid.trb.org/view/811186 ER - TY - RPRT AN - 01031668 AU - Pellinen, Terhi K AU - Weiss, William Jason AU - Kuczek, Thomas AU - Dauksas, Geoffrey AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Comparison of Various INDOT Testing Methods and Procedures to Quantify Variability in Measured Bituminous and Concrete Properties PY - 2005/08//Final Report SP - 202p AB - This study was designed to analyze the variability associated with several test procedures used by the Indiana Department of Transportation (INDOT) in their Hot Mix Asphalt (HMA), portland cement concrete pavement (PCCP), and superstructure concrete protocols. The aim of this work was to document the variability associated with each of these test procedures toward application of this information of the development of acceptance criteria, pay factors, and pay incentives and disincentives. The studied parameters for HMA production included the air void content and VMA of the gyratory compacted mixture, in-place density, binder (asphalt) content, aggregate bulk specific gravity and water absorption, bulk specific gravity of compacted mixture, and theoretical maximum specific gravity. The analysis of existing INDOT test data and additional Purdue laboratory study indicated that testing variation was within or only slightly above the (1s) AASHTO limits for testing variation. The production variation ranged from 50 to 85% of the total variation depending on the tested parameter. The quality characteristics related to the acceptance program for PCC pavements and superstructure, which were investigated in this study, were plastic air content, flexural strength, and pavement thickness. Aggregate moisture and bulk specific gravity properties were also studied to determine what variations might be expected from a particular source. In addition to the Quality Control/Quality Assurance (QC/QA) properties, compressive strength and split tensile strength of concrete were also studied. Based on the analysis of existing INDOT test data, it was found that all of the testing was within or only slightly above the (1s) American Association of State Highway and Transportation Officials/American Society for Testing and Materials (AASHTO/ASTM) testing variations. The production variation was found to range widely depending on the project. Overall, the study demonstrates that high quality testing is commonly performed in the state of Indiana and illustrates clear benefits of the technician certification programs and INDOT educational and training procedures. KW - Air void content KW - Binder content KW - Compressive strength KW - Concrete pavements KW - Education and training personnel KW - Gyratory compaction KW - Hot mix asphalt KW - Indiana KW - Portland cement concrete KW - Quality assurance KW - Quality control KW - Superstructures KW - Tensile strength KW - Test procedures KW - Water absorption UR - http://docs.lib.purdue.edu/jtrp/36/ UR - https://trid.trb.org/view/787513 ER - TY - RPRT AN - 01031666 AU - Sotelino, Elisa AU - Asgari, Alireza AU - Saksa, Andrew AU - Cedeno, Guillermo AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Damage Analysis of Jointed Plain Concrete Pavements in Indiana. Part I: Finite Element Modeling and Damage Analysis; Part II: INDISLAB, A Software Tool for Jointed Plain Concrete Pavement Design PY - 2005/08//Final Report SP - 360p AB - Current design procedures for concrete pavements do not account for several factors that can influence their service life. In this work, these factors are investigated and the findings are integrated into a procedure for better predicting long-term performance of concrete pavements. To achieve this, sophisticated finite element techniques are employed and parametric studies are performed. The findings are then integrated into a nonlinear procedure for damage accumulation. In the development of the comprehensive 3D Finite Element (FE) model several issues are studied including the geometry of the model, mesh refinement, element selection, interaction between pavement components, and loading simulation. The developed model is then used in a number of parametric studies to investigate the effect of soil conditions, subbase and slab thickness, and slab length and stiffness on the developed stresses. Among other findings, it is established that for a given slab length, increasing the slab thickness beyond a certain limit is not justifiable. The developed FE model is also used to investigate the behavior of skewed concrete pavement slabs under several loading conditions. In particular, the crack patterns obtained from the FE analyses are compared to those observed in an actual skewed concrete pavement. It is found that the developed FE model is able to successfully predict the cause and orientation of the failure of this pavement section. An investigation of various existing fatigue equations is also carried out and a software tool is developed to perform both linear and nonlinear damage accumulation calculations. A case study of an pavement section on Interstate 70, which has failed prematurely, is created using the previously developed finite element techniques. The resulting stresses from the finite element analyses under various loading conditions are then used in the damage analysis of the pavement section. It is predicted that, irrespective of how the damage is accumulated, the pavement should have failed at an early age. Nonlinear damage accumulation predicted that the failure would occur at an earlier age than linear damage accumulation, which is consistent with the observed behavior of the pavement section. KW - Concrete pavements KW - Damage (Pavements) KW - Fatigue (Mechanics) KW - Finite element method KW - Indiana KW - INDISLAB (Computer program) KW - Load tests KW - Parametric analysis KW - Pavement design KW - Pavement performance KW - Service life KW - Slabs KW - Soil condition KW - Stiffness KW - Subbase (Pavements) KW - Test sections KW - Thickness UR - http://docs.lib.purdue.edu/jtrp/47/ UR - https://trid.trb.org/view/787512 ER - TY - RPRT AN - 01031665 AU - Garcia, Luis AU - Peeta, Srinivas AU - Ramirez, Julio AU - Sozen, Mete AU - Viswanath, Kannan AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Emergency Earthquake Routes for the State of Indiana Part I: Criteria for Selection of Primary Routes: Transportation Aspects; Part II: Route Seismic Vulnerability Aspects PY - 2005/08//Final Report SP - 209p AB - The occurrence of a strong earthquake in Indiana or neighboring states, as has occurred in the past, has serious implications for the State Transportation System with respect to adequate response. The definition of Earthquake Emergency Routes for the State of Indiana became a priority for the Indiana Department of Transportation. These Emergency Routes take into account various aspects related to transportation including coverage of population and area and travel time along these routes, and issues related to structural and geotechnical seismic vulnerability of the roads and bridges along these routes. Part I of the overall study report formulates a multi-commodity maximal covering network design problem (MCNDP) for identifying critical routes, for earthquake response and to seismically retrofit bridges. In the MCNDP, routes are sought that minimize the total travel time over the selected routes and maximize the total population covered, subject to a budget constraint on bridge retrofitting costs on the selected routes. The problem is formulated as a two objective integer programming model and solved using the branch-and-cut module in the CPLEX optimizer. The model performance is analyzed using the transportation network in southwest Indiana. A problem reduction strategy is introduced to reduce computational times by recognizing that the critical routes are not usually circuitous. Thereby, the search for the critical routes for an origin-destination (O-D) pair is confined to a limited geographical region around it. To further reduce computational costs, the formulation is extended to incorporate valid inequalities that exploit the problem structure. Simulation studies are conducted to investigate the effects of varying the budget and the relative weights of the two objectives. Noninferior frontiers that illustrate the trade-offs between the conflicting objectives for different budgets are constructed to provide practical insights to decision-makers. The final selected routes in addition include constraints set by the Study Advisory Committee regarding specific roads to be included in the final set. Part II of the study report covers the structural and geotechnical seismic issues related to the definition of Earthquake Emergency Routes for the State of Indiana. Previous worldwide experience on bridge damage during strong earthquakes has influenced the bridge earthquake design specifications and mitigation procedures. The evolution of the relevant requirements in the American Association of State Highway and Transportation Officials (AASHTO) Specifications and the existence of a proposed draft seismic design specification under development as part of the National Cooperative Highway Research Program (NCHRP) Project 12-49 have significant implications in the assessment of the existing vulnerability, its mitigation, and the design of new bridges along the Emergency Routes. Geographical Information System (GIS) was implemented to assist the evaluation of seismic vulnerability of the proposed Indiana Emergency Routes. Using the available information, the GIS implementation may be used for mitigation of vulnerability, simulation, and response to a strong earthquake in Indiana incorporating information from the Indiana Department of Transportation (INDOT) maintenance database and selected structural and geotechnical information from the relevant bridge drawings. Findings from a vulnerability assessment as well as final calibration performed using selected representative bridge data such as drawings and soil exploration descriptions are also reported. Vulnerability was evaluated for different levels of ground acceleration in order to obtain behavior patterns for selected bridges and to illustrate upgrade needs for the transportation structures on the Emergency Routes. The information contained in this report could be used to assist the engineers in conducting simulations that will help INDOT to devise mitigation policies for different earthquake occurrence scenarios and to evaluate potential alternative routes. KW - American Association of State Highway and Transportation Officials KW - Bridge design KW - Budgeting KW - Disasters and emergency operations KW - Earthquake resistant design KW - Earthquakes KW - Emergency routes KW - Evacuation KW - Geographic information systems KW - Geotechnical methods KW - Highway bridges KW - Indiana KW - Multicommodity maximal covering network design problem KW - National Cooperative Highway Research Program KW - Origin and destination KW - Retrofitting KW - Risk assessment KW - Routes and routing KW - Transportation networks KW - Transportation planning KW - Transportation system management KW - Travel time UR - https://trid.trb.org/view/787503 ER - TY - RPRT AN - 01031663 AU - Daita, Radha Krishna Murthy AU - Drnevich, Vincent AU - Kim, Daehyeon AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Family of Compaction Curves for Chemically Modified Soils PY - 2005/08//Final Report SP - 114p AB - Lime and Lime Kiln Dust (LKD) are widely used for modifying/stabilizing pavement subgrades. The addition of lime or LKD involves chemical processes that are dependent on many parameters. For natural subgrades, quality control is based on moisture and unit weight requirements using manual interpolations of one-point test data on a family of curves. For modified soils, moisture and unit weight measurements are insufficient for quality control and other tests must be considered. Various possible quality control methods for LKD-modified subgrades were evaluated. This research produced an Excel-based program to automate the generation of a family of curves and one-point data interpolation. Families of curves for LKD-modified soils did not vary systematically, limiting their usefulness in quality control. Dynamic cone penetrometer (DCP) and Time domain reflectometry (TDR) tests were considered as alternative means to achieve field quality control. The DCP test although promising, requires supplementary tests for completely characterizing a modified subgrade. LKD modification of soil involves chemical reactions which can be indirectly studied by measuring the electrical properties. The dielectric constant and electrical conductivity of a LKD-modified soil were measured using the Purdue TDR apparatus. Preliminary test results show that with the knowledge of two calibration constants, the dielectric constant of a soil measured following the Two-Step TDR test (ASTM D 6780) can be used for water content and unit weight determinations. The electrical conductivity of a LKD-modified soil decreases with time in a manner that is similar to the one-dimensional consolidation of a soil. The variation in electrical conductivity with time of a LKD-modified project soil was correlated to its strength and was also used to estimate the amount of LKD present in the soil. Future research should focus on extending these observations to other soils and to formulating a protocol for using the TDR test along with the DCP test for quality control of LKD-modified soils. KW - Calcium oxide KW - Compaction KW - Cone penetrometers KW - Dielectric properties KW - Electrical conductivity KW - Kiln dust KW - Moisture content KW - Penetration resistance KW - Quality control KW - Soil compaction KW - Soil modification KW - Subgrade (Pavements) KW - Time domain reflectometers UR - http://docs.lib.purdue.edu/jtrp/98/ UR - https://trid.trb.org/view/787516 ER - TY - RPRT AN - 01031662 AU - Bethel, James S AU - Johnson, Steven D AU - Shan, Jie AU - van Gelder, Boudewijn H W AU - McCullouch, Bob AU - Cetin, Ali Fuat AU - Han, Seungwoo AU - Hawarey, Mosab AU - Lee, Changno AU - Sampath, Aparajithan AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Modern Technologies for Design Data Collection PY - 2005/08//Final Report SP - 130p AB - Design data collection involving the use of Lidar instrument, in conjunction with Global Positioning System (GPS) proves to be very effective. Data required to model two bridges over the I-70 were collected on a single day, involving five and six sessions with Lidar equipment. Even though the data were collected on two bridges, it did not cause any disruption of the traffic, either on the Interstate or on the bridges. A major cause of concern during survey activities, particularly along interstates is safety, both for the motorists as well as the people involved in data collection. Lidar data collection was found to be extremely safe in both aspects. The whole process of collecting Lidar data and GPS coordinates for control was completed in 2 days for both bridges. Office work involved combining the GPS data with conventional survey data to bring control on six pre-selected points within the Lidar point cloud. This control information was later used to bring the point cloud into a geographic coordinate system. This survey provided the means to compare the 3D point cloud with bridge designs that were created using other methods of data collection. It was found that the 3D point cloud exhibits a very high degree of accuracy, both internally and also when georeferenced independently using GPS and conventional control survey. The Lidar model was compared to the MXRoad data model provided by Indiana Department of Transportation (INDOT). The discrepancies between the two models were not larger than 0.125 ft/3.81 cm horizontally and 0.05 ft/1.52 cm vertically. The data collected completely modeled the bridge and the accuracy of the data ensures that any model of the bridge, either as a whole or in part, will correctly reflect the current state of the bridge. The data collected can also be used for various applications including cut-and-fill estimates, modeling the state of the bridge, making measurements on various parts of the bridge. A cause of concern is the amount of data involved. As millions of 3D points are collected, popular Computer Aided Design/Geographic Information System (CAD)/(GIS) packages are unable to deal with it. For this reason proprietary software, designed particularly to handle such huge volumes of data involved, was used for analyzing this data. However, it is possible to export data from this software to other commonly used CAD packages. Using satellite imagery instead of aerial photos may provide faster results to investigate the project area. Conversion of the MXROAD data into the ArcGIS system is not easy, but it is hoped that this problem can be solved very easily. The Lidar point cloud should be processed and a CAD model of the data should be obtained to obtain more useful information. With the help of the GIS a variety of data sources and types can be integrated, visualized and used to make about resource management, and perform modeling and analysis. GIS helps organize bridge management information contained in various forms, such as inspection reports, rehab plans, and CAD files. Maintenance management and asset valuation may be enhanced with GIS and linear referencing systems. KW - 3D point cloud KW - ArcGIS KW - Bridge design KW - Bridge management systems KW - Bridges KW - Computer aided design KW - Data collection KW - Geographic information systems KW - Global Positioning System KW - Highway safety KW - Laser radar KW - Linear referencing system KW - Measurement KW - MXRoad KW - Satellite imagery UR - http://docs.lib.purdue.edu/jtrp/150/ UR - https://trid.trb.org/view/787491 ER - TY - RPRT AN - 01031661 AU - Yang, Zhifu AU - Weiss, William Jason AU - Olek, Jan AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Interaction between Micro-Cracking, Cracking and Reduced Durability of Concrete: Developing Methods for Quantifying the Influence of Cumulative Damage in Life-Cycle Modeling PY - 2005/08//Final Report SP - 243p AB - It is becoming increasingly popular to utilize numerical simulation models to predict the long-term performance of concrete pavements and structures. The majority of these models have been developed using laboratory test data that considers concrete in an uncracked state. While uncracked concrete exists as the best case scenario, frequent cracking occurs in real structures that could have a profound impact on life cycle performance. Cracks from several sources may accumulate and interact thereby accelerating the deterioration of concrete. For example, the distributed cracking caused by freeze/thaw damage can substantially increase the rate of water absorption and reduces the load carrying capacity of concrete. To accurately simulate the performance of actual concrete facilities, the role of cracking and its cumulative effect on the changes of material properties should be accounted for in these models. The main goal of this investigation was to assess the influence of cumulative damage in concrete and to quantify its influence for use in life-cycle performance modeling. Samples were taken from five concrete pavement sections based on age, traffic, and overall performance to assess existing damage and to identify possible sources responsible for inducing the damage. These results were used as a baseline to assess the types of damage that merited laboratory investigation. After the field assessment, laboratory investigations were conducted to simulate the damage that may be expected in the field. After various levels of damage were introduced in laboratory specimens, durability tests (freezing and thawing and water absorption) and direct tensile test were performed to develop an understanding of how the pre-existing damage accelerated the deterioration process. Specifically, it was determined that cracks caused by freezing and thawing dramatically increase the rate and amount of water absorption while cracks caused by mechanical loading only increased the absorption in a local region. Further, freeze-thaw damage dramatically reduces the direct tensile strength and modulus of elasticity of concrete until the aggregates begin to pull out of the matrix. This results in a larger fracture process zone in the damaged concrete than in the undamaged concrete. KW - Aggregates KW - Concrete pavements KW - Cracking KW - Cumulative damage factor KW - Deterioration KW - Freeze thaw durability KW - Laboratory tests KW - Life cycle analysis KW - Microcracking KW - Modulus of elasticity KW - Numerical analysis KW - Pavement performance KW - Tension tests KW - Uncracked concrete UR - http://docs.lib.purdue.edu/jtrp/132/ UR - https://trid.trb.org/view/787496 ER - TY - RPRT AN - 01031590 AU - Balaguru, P N AU - Lee, K Wayne AU - Rutgers University, Piscataway AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - Construction of Fiber Reinforced Polymer (FRP) Jackets for the Protection of Pier Caps PY - 2005/08//Final Construction Report SP - 119p AB - A fiber-reinforced polymer (FRP) composite jacket was fabricated to protect the deteriorating reinforced concrete pier caps of the Silver Spring Cove Bridge in Rhode Island. The pier caps had undergone severe spalling and cracking and reinforcements were exposed in a number of locations. Vacuum assisted impregnation technique that is used for the fabrication of aerospace structural components, was utilized for the fabrication of a composite jacket to cover the pier caps and stop further deterioration. Commonly referred to as “vacuum bagging” in the aerospace industry, this method is known to result in consistent high quality FRP laminates. This technique, rarely utilized in infrastructure applications, uses atmospheric pressure to remove air voids within the composite during lay-up and develops a strong bond between FRP layers. Excellent performance of fiberglass boats in marine environment for more than four decades provided the primary motivation for constructing fiberglass jackets to protect the pier caps. KW - Aerospace industry KW - Air voids KW - Atmospheric pressure KW - Bridge piers KW - Construction KW - Cracking KW - Deterioration KW - Fiber reinforced plastics KW - Fiberglass KW - Jacketing (Strengthening) KW - Pier caps KW - Reinforcement (Engineering) KW - Rhode Island KW - Spalling KW - Vacuum KW - Vacuum bagging UR - http://cait.rutgers.edu/files/RI-RU6862_0.pdf UR - https://trid.trb.org/view/787529 ER - TY - RPRT AN - 01030785 AU - Schlorholtz, Scott AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Development of In Situ Detection Methods for Materials-Related Distress (MRD) in Concrete Pavements: Phase 2 PY - 2005/08//Final Report SP - 33p AB - This project utilized information from ground penetrating radar (GPR) and visual inspection via the pavement profile scanner (PPS) in proof-of-concept trials. GPR tests were carried out on a variety of portland cement concrete pavements and laboratory concrete specimens. Results indicated that the higher frequency GPR antennas were capable of detecting subsurface distress in two of the three pavement sites investigated. However, the GPR systems failed to detect distress in one pavement site that exhibited extensive cracking. Laboratory experiments indicated that moisture conditions in the cracked pavement probably explain the failure. Accurate surveys need to account for moisture in the pavement slab. Importantly, however, once the pavement site exhibits severe surface cracking, there is little need for GPR, which is primarily used to detect distress that is not observed visually. Two visual inspections were also conducted for this study by personnel from Mandli Communications, Inc., and the Iowa Department of Transportation (DOT). The surveys were conducted using an Iowa DOT video log van that Mandli had fitted with additional equipment. The first survey was an extended demonstration of the PPS system. The second survey utilized the PPS with a downward imaging system that provided high-resolution pavement images. Experimental difficulties occurred during both studies; however, enough information was extracted to consider both surveys successful in identifying pavement surface distress. The results obtained from both GPR testing and visual inspections were helpful in identifying sites that exhibited materials-related distress, and both were considered to have passed the proof-of-concept trials. However, neither method can currently diagnose materials-related distress. Both techniques only detected the symptoms of materials-related distress; the actual diagnosis still relied on coring and subsequent petrographic examination. Both technologies are currently in rapid development, and the limitations may be overcome as the technologies advance and mature. KW - Concrete pavements KW - Cracking of concrete pavements KW - Detection and identification systems KW - Field tests KW - Ground penetrating radar KW - Inspection KW - Iowa KW - Laboratory tests KW - Moisture content KW - Nondestructive tests KW - Pavement distress KW - Pavement profilers KW - Video imaging detectors UR - http://publications.iowa.gov/id/eprint/19894 UR - http://www.ctre.iastate.edu/reports/mrd_phase2.pdf UR - https://trid.trb.org/view/787755 ER - TY - RPRT AN - 01029110 AU - Balke, Kevin N AU - Engelbrecht, Roelof J AU - Sunkari, Srinivasa R AU - Charara, Hassan A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TTI's Hardware-in-the-Loop Traffic Signal Controller Evaluation System PY - 2005/08//Technical Report SP - 18p AB - Hardware-in-the-loop (HITL) simulation is a new technique in traffic engineering that uses real traffic signal controller hardware to control traffic that is being simulated in a traffic simulation program. The tool allows traffic engineers the ability to assess modifications to traffic signal timing plans prior to deploying them in the field. The purpose of this implementation project was to 1) transfer the software components of the Hardware-in-the-Loop Traffic Signal Controller Evaluation System, developed by the Texas Transportation Institute (TTI) as part of the TransLink® Research Project (Project 0-1752), to the Texas Department of Transportation (TxDOT), and 2) demonstrate the capabilities and use of the system through a series of workshops. KW - Hardware in the loop simulation KW - Implementation KW - Traffic engineering KW - Traffic signal controllers KW - Traffic signal timing KW - Workshops UR - http://tti.tamu.edu/documents/5-1752-01-1.pdf UR - https://trid.trb.org/view/786425 ER - TY - RPRT AN - 01029087 AU - Gambatese, John A AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Optimum Illumination for Nighttime Flagger Operations PY - 2005/08//Final Report SP - v.p. AB - Highway maintenance and construction undertaken by the Oregon Department of Transportation (ODOT) can involve the use of flaggers to control the work zone. When the work is undertaken at night, illumination of flaggers is needed to ensure the safety of the motorists, flaggers, and workers. A number of recent developments have taken place that improve the ability for motorists to see flaggers. These include highly reflective apparel and illuminated "STOP/SLOW" paddles. In addition to using such personal protective and directional equipment, consideration should be given to other factors associated with lighting of the flagger station: What amount of light should be used, where should the light source be located, and how should the light be directed, to effectively and efficiently illuminate the flagger? What light level and quality are necessary and economically practical, which avoid creating blinding glare for the motorists approaching a flagger station? How mobile is the lighting equipment and can it be moved without creating additional risk exposure to the flagger? This study developed guidelines for the optimal illumination of flaggers during nighttime maintenance and construction operations on highway projects. The guidelines address minimum and optimum lighting levels, optimal methods of delivering the light, and maneuverability of the lighting equipment. KW - Flaggers KW - Glare KW - Guidelines KW - Highway maintenance KW - Lighting KW - Night KW - Portable equipment KW - Road construction KW - Work zone safety KW - Work zone traffic control UR - https://trid.trb.org/view/786343 ER - TY - RPRT AN - 01025508 AU - Lytton, Robert AU - Aubeny, Charles AU - Bulut, Rifat AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design Procedure for Pavements on Expansive Soils: Volume 1 PY - 2005/08//Technical Report SP - 198p AB - Swelling and shrinkage of subgrade soils are critical factors contributing to increases in roughness and degradation of serviceability of highway pavements. Existing procedures for predicting swell are largely based on the potential vertical rise (PVR) procedure developed by McDowell in 1956. While the PVR procedure represents a major development in the design of pavements on expansive soils, instances of apparently over-conservative PVR predictions have led some designers to suggest revision or replacement of the existing procedures. This project reviews the basic assumption of the existing PVR procedure and identifies the likely sources of the questionable predictions that have arisen in the past. An alternative procedure is presented that features rigorous modeling of both the moisture diffusion process that induces changes in suction within a soil mass and the deformations that occur in response to changes in suction. This alternative procedure includes provisions for measuring and/or estimating soil and environmental input parameters necessary for the predictions. A procedure for predicting the impact of soil deformations on pavement performance is also presented. The proposed procedure is applied to three study sections involving Texas roadways on expansive soils, and parametric studies are presented evaluating the effectiveness of various design measures including moisture barriers, lime treatment, and replacement of in situ subgrade soils with "inert" soils. KW - Calcium oxide KW - Moisture barriers KW - Moisture diffusion KW - Parametric analysis KW - Pavement design KW - Pavement performance KW - Potential vertical rise KW - Roughness KW - Serviceability KW - Soil mechanics KW - Soil suction KW - Subgrade (Pavements) KW - Swelling soils KW - Texas UR - https://trid.trb.org/view/782602 ER - TY - RPRT AN - 01024439 AU - Abdelghaney, Ahmed AU - University of Alaska, Fairbanks AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Above-Ground Actuated Yellow Crosswalk Lights at Uncontrolled Pedestrian Crossings PY - 2005/08//final Report SP - 49p AB - There has been a significant amount of studies that investigated a wide variety of measures, devices, and treatments that improve pedestrian safety at different locations (sidewalks, intersection crossing, and midblock crossing). These measures can be classified into three main categories: Physical separation, time separation; Warning; and Traffic Calming Measures. The focus of this study is limited to investigating the effectiveness of flashing lights in increasing pedestrian safety and reducing traffic accidents at uncontrolled pedestrian crossings. This study reviews the experimental research and test cases that investigate the effectiveness of the above-ground flashing beacons as a warning device at uncontrolled crosswalks. In particular, it investigate the usefulness of the above-ground flashing beacons in reducing traffic speeds at pedestrians crosswalks, increasing the percentage of motorists that are yielding to pedestrians, reducing conflicts between motorists and pedestrians, reducing accidents, and increasing pedestrians safety. This study also reviews the comparisons between the effectiveness of the above-ground flashing beacons and the in-pavement flashing lights as warning devices for motorists at uncontrolled crosswalks. KW - Crosswalk warning lights KW - Crosswalks KW - Flashing beacons KW - Flashing lights KW - Pedestrian safety KW - Pedestrian vehicle interface KW - Speed reduction KW - Traffic conflicts KW - Traffic safety KW - Traffic speed KW - Warning devices KW - Yielding UR - https://trid.trb.org/view/782296 ER - TY - RPRT AN - 01024437 AU - Gartin, Robert S AU - Saboundjian, Steve AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Development and Validation of Urban Alaskan Pavement Rutting Models PY - 2005/08//Final Report SP - 166p AB - This study analyzes laser Road Surface Profiler (RSP) pavement rutting data collected in Alaska from 1998 through 2004. The data are used to compare and develop urban rutting prediction models for the wearing courses used in three major cities of the state: Fairbanks, Juneau and Anchorage. Here the rutting measurements also include studded tire wear. The aim is to apply urban rutting models to properly time rehabilitation projects saving users and agency money. Thirteen wearing courses in urban areas are analyzed including twelve asphalt concrete mixes (conventional, polymer-modified, SMA, Superpave and PlusRide) as well as portland cement concrete on weigh-in-motion slabs and bridge decking. It was found that the pavement age, rather than accumulated AADT or studded tire passes, correlates best with rut depth accumulation. Further, it was found that models applied to individual pavement sections with consistent pavement age, type and traffic distribution are superior to any type of generalization. The use of hard aggregates seems to enhance wearing surface service life. Limited mix abrasion testing using the Prall device showed that test results have good correlation with field wear rates. In addition, a model is presented for estimating pavement rutting service life. Assuming a linear increase in rut depth with time, a Remaining Service Life (RSL) model is introduced. This is a prediction of the time until a pavement segment reaches terminal rut depth at which point pavement rehabilitation activity is recommended. Finally, comparing actual and predicted RSL values for different mixes demonstrates RSL model validation. KW - Abrasion tests KW - Alaska KW - Anchorage (Alaska) KW - Asphalt concrete pavements KW - Bridge decks KW - Fairbanks (Alaska) KW - Juneau (Alaska) KW - Mathematical models KW - Mathematical prediction KW - Pavement age KW - Polymer asphalt KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Rut depth KW - Rutting KW - Scheduling KW - Service life KW - Stone matrix asphalt KW - Studded tires KW - Superpave KW - Urban highways KW - Wear KW - Wearing course (Pavements) UR - https://trid.trb.org/view/782292 ER - TY - RPRT AN - 01022658 AU - Walubita, Lubinda F AU - Martin, Amy Epps AU - Jung, Sung Hoon AU - Glover, Charles J AU - Park, Eun Sug AU - Chowdhury, Arif AU - Lytton, Robert L. AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Comparison of Fatigue Analysis Approaches for Two Hot Mix Asphalt Concrete (HMAC) Mixtures PY - 2005/08//Technical Report SP - 312p AB - Over the past decade, the Texas Department of Transportation (TxDOT) focused research efforts on improving mixture design to preclude rutting in the early life of the pavement. However, these rut resistant stiff mixtures may be susceptible to long-term fatigue cracking in the pavement structure as the binder stiffens due to oxidative aging. To address this concern, TxDOT initiated a research study with the primary goal of evaluating and recommending a hot mix asphalt concrete (HMAC) mixture fatigue design and analysis system to ensure adequate mixture fatigue performance in a particular pavement structure under specific environmental and traffic loading conditions. A secondary goal of the research was to compare the fatigue resistance of commonly used TxDOT HMAC mixtures including investigating the effects of binder aging on fatigue performance. Four fatigue analysis approaches, the mechanistic empirical (ME), the calibrated mechanistic with (CMSE) and without (CM) surface energy measurements, and the proposed National Cooperative Highway Research Program (NCHRP) 1-37A Pavement Design Guide were investigated in this project to evaluate the fatigue resistance of two common TxDOT mixtures (Rut Resistant and Basic Type C) including the effects of aging. Based on the value engineering assessment including test results, statistical analysis, costs, and relative comparison of each analysis procedure, the continuum micromechanics based CMSE fatigue analysis approach was recommended for predicting HMAC mixture fatigue life (N sub f). While binder oxidative aging reduced the HMAC mixture resistance to fracture and its ability to heal, the Rut Resistant mixture exhibited better fatigue resistance in terms of N sub f magnitude compared to the Basic Type C mixture possibly due to an increased polymer modified binder content. Test results also indicated that both binders and mixtures stiffen with oxidative aging, and that mixture aging correlated quantitatively with binder aging. From the binder shear properties and binder-mixture relationships, aging shift factors were developed and produced promising results. Nonetheless, more CMSE laboratory HMAC mixture fatigue characterization and field validation is recommended. KW - Aging (Materials) KW - Asphalt mixtures KW - Binders KW - Classical field theory KW - Costs KW - Cracking KW - Fatigue (Mechanics) KW - Fatigue performance KW - Healing KW - Hot mix asphalt KW - Laboratory tests KW - Measurement KW - Mechanistic design KW - Mix design KW - National Cooperative Highway Research Program KW - Oxidation KW - Pavements KW - Polymers KW - Resistance (Mechanics) KW - Rut resistance KW - Rutting KW - Shear properties KW - Statistical analysis KW - Stiffness KW - Surface energy UR - https://trid.trb.org/view/777953 ER - TY - RPRT AN - 01020868 AU - Federal Highway Administration TI - Virginia Department of Transportation Northern Virginia Smart Traffic Center Video Quality Improvement Program PY - 2005/08//Final Report SP - 20p AB - The Virginia Department of Transportation (VDOT) operates several traffic management centers, including one in the Northern Virginia District. The VDOT Northern Virginia Smart Traffic Center (NOVA STC) provides a number of operational services in the region. The NOVA STC has a wealth of Intelligent Transportation Systems (ITS) field devices including changeable message signs, highway advisory radio, truck rollover warning, high occupancy vehicle (HOV) lane gate control, imbedded loop sensors, 511 and closed circuit television (CCTV) cameras. The CCTV subsystem is comprised of over 125 cameras located along I-95, I-395, I-495, I-66 and the Dulles Toll Road. VDOT retained the services of a team of private sector experts (TrafficLand and Digital Traffic Systems) to review CCTV imagery quality and determine the issues affecting system performance and solutions to improve the quality of the video imagery. This report details the results of that effort. KW - Closed circuit television KW - Highway traffic control KW - Imagery KW - Intelligent transportation systems KW - Intelligent transportation systems programs KW - Northern Virginia KW - Performance KW - Quality assessment KW - Video cameras KW - Virginia Department of Transportation UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14253_files/14253.pdf UR - https://trid.trb.org/view/778768 ER - TY - RPRT AN - 01019655 AU - Miller, Richard A AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Innovative Bridge Design/Construction Techniques to Expedite Construction PY - 2005/08//Final Report SP - 53p AB - This project examined various methods of innovative bridge design and construction techniques to expedite construction. (1) The following methods have been identified as possible methods of reducing the time needed for bridge construction: a) Precast substructures; b) Prefabricated composite bridge units; c) Prefabricated superstructure units, such as adjacent boxes, which do not need a separate wearing surface; d) Full depth precast concrete decks; e) Stay-in-place (SIP) concrete or steel forms; f) Completely prefabricated bridges; g) Rapid curing concrete materials. Items a-f have been tried in various states and the results of these trials can be found in an American Association of State Highway and Transportation Officials (AASHTO) Technology Implementation Group (TIG) report at www.ashtotig.org. (2) In order to find additional information on barriers to rapid construction, a survey of contractors was conducted. This survey showed that the main obstacle to fast bridge construction is the forming of the deck. The contractors also indicated that the best way to build bridges faster was to allow the entire bridge to be closed and the reconstruction to occur all at one time. (3) One possible solution to the deck forming problem is the use of stay-in-place steel deck forms. A survey of states showed that approximately 34 states use stay-in-place steel forms for decks. The main concerns about using these forms are the inability to inspect the underside of the deck, trapping moisture between the concrete and the form, deterioration of the form and additional weight due to the flutes in the forms. However, those states which use SIP steel forms contend that all of these concerns can be overcome. KW - Bridge decks KW - Bridge design KW - Bridge substructures KW - Bridge superstructures KW - Composite structures KW - Concrete curing KW - Concrete forms KW - Construction KW - Innovation KW - Precast concrete KW - Prefabricated bridges KW - Rapid curing KW - Stay in place KW - Steel KW - Steel forms KW - Surveys UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A62889013 UR - https://trid.trb.org/view/772601 ER - TY - RPRT AN - 01019631 AU - Helmicki, Arthur AU - Hunt, Victor AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Continued Long Term Monitoring of HAM-42-0992 and HAM-126-0881L: Instrumentation, Testing and Monitoring of Reinforced Concrete Deck-on-Steel Girder Bridges PY - 2005/08//Final Report SP - 247p AB - The measurement and documentation of construction and service effects for a bridge will permit evaluation of the complete state of force in a bridge over its lifetime, together with the corresponding causative effects or events. A complete sensor suite, including a weigh-in-motion (WIM) roadway scale, was incorporated within the construction plans and drawings for two steel-stringer bridges, HAM-42-0992 and HAM-126-0881L, near Cincinnati, Ohio. Both bridges incorporate an integral abutment within their design and construction. The latter is a semicomposite bridge which represents a unique research opportunity in that it was designed with an unusually small span ratio (0.45). Accumulated versus transient stresses and forces will be evaluated by conducting long-term monitoring, diagnostic testing, and structural analysis to simulate different episodes of cause and effect in the construction and service stages of these bridges and correlating these with the recorded data. This research will also allow: the conceptualization of less understood or unknown phenomena that influence bridge performance, the verification of design assumptions and rating models, and the continued evaluation of emerging technologies for infrastructure monitoring and evaluation. University of Cincinnati Infrastructure Institute (UCII) has developed a global nondestructive evaluation (NDE) methodology based upon the structural identification concept, employing truckload testing, modal testing, and instrumented monitoring as its principal experimental tools. Test results are transformed to both strain influence lines and modal flexibility, which have been demonstrated to be conceptual, quantitative, comprehensive, and damage-sensitive signatures. These parameters also provide an accurate condition index, since it may be used to conveniently obtain the stress profiles and deflected shapes of a bridge under any loading pattern. In addition to the specific monitoring and analysis of the two stringer bridges of concern for this project, several aspects of the general research program have been dramatically improved over the course of this project. For example, the diagnostic tools of truckload testing and influence line identification have been streamlined to the extent that a well-defined testing plan can be conducted within several hours and processed insitu to provide real-time rating factors for the strength capacity and/or fatigue life of the structure based upon the American Association of State Highway and Transportation Officials (AASHTO) specifications. This step was necessary for the real-time collection and processing for truck traffic datum. An intelligent sensor system was created for HAM-126-0881L to monitor structural condition and report to officials. This necessitated the above algorithms that transform a controlled truckload test into AASHTO rating factors, but employed automatically with the input from the WIM scale and video camera to monitor truck traffic in real time to assess bridge condition. Remote desktop control from a Windows-based interface provides secure and immediate access for the bridge engineer, but a website interface (http://www.uc.edu/ucii/) provides efficient worldwide access. KW - Algorithms KW - Bridge abutments KW - Bridge decks KW - Bridge design KW - Cincinnati (Ohio) KW - Condition surveys KW - Diagnostic tests KW - Evaluation KW - Force KW - Girder bridges KW - Instrumentation KW - Long term KW - Modal testing KW - Monitoring KW - Nondestructive tests KW - Ratings KW - Real time information KW - Reinforced concrete KW - Sensors KW - Steel structures KW - Stresses KW - Stringers KW - Structural analysis KW - Technology KW - Testing KW - Truckload tests KW - Video cameras KW - Weigh in motion scales UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A63124344 UR - https://trid.trb.org/view/772383 ER - TY - RPRT AN - 01019175 AU - Eisele, William L AU - Toycen, Casey M AU - Texas Transportation Institute AU - Southwest Region University Transportation Center AU - Federal Highway Administration TI - Identifying and Quantifying Operational and Safety Performance Measures for Access Management: Micro-Simulation Results PY - 2005/08 SP - 105p AB - This research report summarizes the activities of a research project intended 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 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) and incorporating them into the transportation planning process. The research will be useful to practitioners as it identifies desirable input and output characteristics for individuals searching for a micro-simulation tool to use for assessing the impacts of access management. 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 research report also discusses how the safety measures can be incorporated into the traditional transportation planning process. It also cautions that corridor improvements are very case specific and illustrates how micro-simulation, when calibrated appropriately to field conditions, provides a tool to estimate the effects of combined corridor characteristics. Finally, the research report concludes with future research needs that can enhance the state-of-the-practice in this area. KW - Access control (Transportation) KW - Case studies KW - Driveways KW - Future KW - Highway corridors KW - Highway operations KW - Highway safety KW - Improvements KW - Medians KW - Microsimulation KW - Needs assessment KW - Performance measurement KW - Research KW - Software packages KW - State of the practice KW - Time-to-collision KW - VISSIM (Computer model) UR - http://swutc.tamu.edu/publications/technicalreports/167725-1.pdf UR - https://trid.trb.org/view/771950 ER - TY - RPRT AN - 01019102 AU - Rizos, Dimitris C AU - Ziehl, Paul H AU - Petrou, Michael F AU - Harries, Kent A AU - Parler, David AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Flexural Retrofit of Bridges Using CFRP Systems Volume II Bridge Slabs PY - 2005/08 SP - 186p AB - Although a highway bridge may have a 100-year design life, the bridge deck or slab requires significant maintenance in as few as 7 years and may require replacement in as few as 20 years. Thus a bridge may require multiple slab replacements over its life. Fatigue of the reinforcing steel in concrete and deterioration due to chloride exposure from deicing salts have increased the deterioration process of many reinforced concrete bridge decks. Extensive cracking of concrete due to freeze-thaw action and increasing load capacity requirements due to increased traffic loads are some other reasons why the strengthening of many bridge decks is needed. Many building slabs are also in need of strengthening as well due to changes in occupancy requiring higher load carrying capacity. The bonding of fiber reinforced polymer (FRP) composite materials to the tension face of a concrete element can greatly increase its flexural strength. In practice, the strengthening of concrete slab structures is one of the most important applications of FRP systems. The effectiveness of externally bonded FRP reinforcement to concrete is critically dependent on the bond between FRP and concrete. The objective of this research project is to examine practical and economical retrofit schemes for the repair of deficient slab systems. Two different slab systems were tested. The first involved a one-way flexural system. These five slabs had their original field retrofit removed and a new retrofit was applied in the lab, which involved the bonding of pultruded carbon fiber reinforced polymer (CFRP) strips to the slab's soffit. The second system involved testing slabs in two-way flexure. Two different retrofit systems were tested for the two-way slabs. The first involved the bonding of CFRP grid reinforcement to the slab's soffit. The second involved the bonding of CFRP strips to the slab's soffit in both directions making a grid pattern. For both slab systems, tests were performed by monotonic loading of the slabs to failure and fatigue loading of the slabs to failure was carried out. KW - Bearing capacity KW - Bonding KW - Bridge decks KW - Carbon fibers KW - Chlorides KW - Composite materials KW - Cracking KW - Deicing chemicals KW - Deterioration KW - Failure KW - Fatigue (Mechanics) KW - Fatigue loads KW - Flexural strength KW - Freeze thaw durability KW - Highway bridges KW - Monotonic loads KW - Rehabilitation (Maintenance) KW - Reinforced concrete bridges KW - Reinforcing steel KW - Repairing KW - Retrofitting KW - Slabs KW - Testing KW - Traffic loads UR - https://trid.trb.org/view/771781 ER - TY - RPRT AN - 01019051 AU - Rizos, Dimitris C AU - Ziehl, Paul H AU - Petrou, Michael F AU - Harries, Kent A AU - Aidoo, John AU - Quattlebaum, Josh AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Flexural Retrofit of Bridges Using CFRP Systems Volume I Bridge Girders PY - 2005/08 SP - 266p AB - The research presented here is a comparative study of the static and fatigue performance of reinforced concrete beams retrofit with three different commercially available methods of flexural strengthening using Carbon Fiber Reinforced Polymer (CFRP) materials, i.e.,: Conventional Adhesive Applied (CAA), Near Surface Mounted (NSM), and Powder Actuated Fastened (PAF). Both small-scale and full-scale beam were investigated. The small-scale beams spanned 4,572 mm (180 in.) and measured 254 mm (10 in.) deep and 152 mm (6 in.) wide. Ten small-scale beams were investigated. Nine of the beams were strengthened with CFRP composites and the remaining specimen was used as a control specimen. Of the ten specimens, six strengthened specimens were tested under cyclic loading conditions. Four specimens, three retrofit and one control, were tested monotonically to failure. Results from the small-scale experimental study indicated that all three of the methods of Fiber Reinforced Polymer (FRP) application investigated resulted in significant strength increases over the control specimen under monotonic conditions. Concrete crushing was the primary failure mode for all of the monotonic specimens, with the exception of the CAA specimen which failed through midspan debonding. Additionally, the test findings point to the fact that the CAA method was outperformed by the other methods under cyclic conditions. Results and observations from this study also indicated that the NSM and PAF applications exacerbate a potentially weak splitting plane around the level of the internal reinforcement due to the termination of the fasteners (PAF) and the FRP (NSM) at this location. Further discussion pertaining to the practicality, performance, and cost is presented for each of the methods of retrofit examined within this study. Eight full-scale reinforced concrete bridge girders having three different carbon FRP (CFRP) retrofit systems were tested under both monotonic and fatigue loads. Analytical models for predicting debonding failure were evaluated for their ability to capture experimentally observed behavior and were used to develop an understanding of the parameters affecting the midspan debonding mechanism and how such debonding failures can be mitigated. Additionally, a finite element (FE) model was used in a parametric study intended to investigate the state of stress at the crack tip as a midspan debonding crack propagates along the FRP-concrete interface. Through this investigation it was intended to provide analytical verification of the assumed interface crack behavior and to attempt to correlate this behavior with a practical benchtop debonding test. Results of this study indicate that all three CFRP flexural strengthening measures employed were sufficient to allow the girders to carry the current HS25 design load with little nonlinear deformation. Under cyclic loads, the durability of the bond was observed to degrade. Midspan debonding failure can be predicted using the intermediate crack induced debonding models provided they account for the ratio of FRP plate to substrate width and loading and specimen geometry. Finally, the state of stress at an interface crack tip in a reinforced beam under flexural testing is dominated by shear stresses. This is contrary to the behavior obtained in using the modified double cantilever beam (MDCB) test method, where a mixed mode behavior dominated by peel stresses has been observed. Therefore, to be able to use such tests to study the bond behavior in a real structure would require a change in the set up so that the shear stresses become dominant. KW - Analytical models KW - Beams KW - Bonding KW - Bridges KW - Carbon fibers KW - Concrete KW - Costs KW - Crushing KW - Debonding KW - Deformation KW - Design load KW - Durability KW - Failure KW - Fasteners KW - Fatigue loads KW - Fatigue strength KW - Finite element method KW - Flexural strength KW - Girders KW - Monotonic KW - Performance KW - Reinforced concrete KW - Repeated loads KW - Retrofitting KW - Shear stress KW - Stress cracking KW - Testing UR - https://trid.trb.org/view/771780 ER - TY - RPRT AN - 01018755 AU - Li, Qilin AU - Kegley, Laura AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Assessing the Effectiveness and Environmental Impacts of Using Natural Flocculants to Manage Turbidity PY - 2005/08//Final Report SP - 84p AB - The objective of this research was to determine the feasibility of using chitosan as a natural flocculant to control turbidity during in-stream construction work. A series of field tests in Oak Creek, Corvallis, OR were conducted in order to test the effectiveness for turbidity control and the environmental impacts of applying chitosan directly into a stream environment. No significant removal was obtained with chitosan doses up to 0.5 mg/L under the conditions tested, mostly due to high pH of the creek and other unfavorable water quality parameters. Water quality analysis for total organic carbon, total phosphorus, total Kjeldahl nitrogen, and biochemical oxygen demand showed that chitosan does not adversely impact the aquatic environment at low doses. Due to the inconclusiveness of the field test data, a series of bench-scale tests were conducted to evaluate the effectiveness of chitosan under controlled conditions, as well as its responses to different test conditions, e.g. pH, initial turbidity, chitosan dose and sediment type. The bench scale tests were conducted using water collected from Oak Creek and a standard jar tester. It was found that flocculation efficiency depends strongly on sediment type. However, the most critical factor that determines the effectiveness of chitosan seems to be an unidentified water quality parameter, which is likely related to the organic matter in the stream. KW - Bench-scale tests KW - Construction KW - Corvallis (Oregon) KW - Environmental impacts KW - Field tests KW - Flocculating agents KW - pH value KW - Sediments KW - Streams KW - Turbidity KW - Water quality UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/AssessingTheEffectAndEnvir.pdf UR - https://trid.trb.org/view/772953 ER - TY - RPRT AN - 01016447 AU - Wright, Stephen G AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design Guidelines for Multi-Tiered MSE Walls PY - 2005/08//Technical Report SP - 118p AB - TxDOT is experiencing wider use of multi-tiered MSE and Concrete Block retaining walls. These walls often involve loads and geometric configurations that are different from the ones for which current FHWA and AASHTO design guidelines were developed. Accordingly, the current research project was undertaken. A review and detailed examination of the current guidelines and their application to multitiered walls has been completed and presented in an earlier project report. This review also included examination and additional analyses of a number of multi-tiered walls that were designed and built for TxDOT. This current report presents new guidelines for design of tiered MSE walls. For simple walls the design is facilitated by the use of design charts that were developed as part of this study and are presented in this report. For more complex walls, step-by-step procedures are presented. Use of the design procedures is demonstrated by application to several actual walls that were designed and constructed for TxDOT. KW - Concrete blocks KW - Design KW - Geotechnical engineering KW - Guidelines KW - Mechanically stabilized earth KW - Multitiered walls KW - Procedures KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4485_2.pdf UR - https://trid.trb.org/view/772497 ER - TY - RPRT AN - 01018745 AU - Agarwal, Manish AU - Maze, Thomas H AU - Souleyrette, Reginald AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Impact of Weather on Urban Freeway Traffic Flow Characteristics and Facility Capacity PY - 2005/08//Final Technical Report SP - 20p AB - Adverse weather reduces the capacities and operating speeds on roadways, resulting in congestion and productivity loss. A thorough understanding of the mobility impacts of weather on traffic patterns is necessary to estimate speed and capacity reductions. Nearly all traffic engineering guidance and methods used to estimate highway capacity assume clear weather. However, for many northern states, inclement weather conditions occur during a significant portion of the year. This paper describes how the authors quantified the impact of rain, snow, and pavement surface conditions on freeway traffic flow for the metro freeway region around the Twin Cities. The research database includes four years of traffic data from in-pavement system detectors, weather data over the same period from 3 automated surface observing systems (ASOS), and two years of available weather data from 5 road weather information systems (RWIS) sensors at the freeway’s roadside. The research classifies weather events by their intensities and identifies how changes in weather type and intensities impact the speed, headways, and capacity of roadways. Results indicate that severe rain, snow, and low visibility cause the most significant reductions in capacities and operating speeds. Rain (more than 0.25 in./hr), snow (more than 0.5 in./hr), and low visibility (less than 0.25 mi) showed capacity reductions of 10%-17%, 19%-27%, and 12% and speed reductions of 4%-7%, 11%-15%, and 10%-12%, respectively. Speed reductions due to heavy rain and snow were found to be significantly lower than those specified by the Highway Capacity Manual 2000. KW - Databases KW - Freeways KW - Headways KW - Highway capacity KW - Highway Capacity Manual KW - Operating speed KW - Rain KW - Reduced visibility KW - Road weather information systems KW - Snow KW - Traffic data KW - Traffic flow KW - Twin Cities Metropolitan Area (Minnesota) KW - Urban areas KW - Weather conditions UR - http://www.ctre.iastate.edu/reports/weather_impacts.pdf UR - https://trid.trb.org/view/772850 ER - TY - RPRT AN - 01015088 AU - Vest, Adam AU - Stamatiadis, Nikiforos AU - Clayton, Adam AU - Pigman, Jerry AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Effect of Warning Signs on Curve Operating Speeds PY - 2005/08//Final Report SP - 44p AB - The objective of this study is to evaluate the use of several warning signs and warning methods to identify those that have the greatest impact on reducing vehicle speeds when traversing a horizontal curve. Three sites were selected from a list of proposed sites for the testing of the various warning methods. Each warning treatment was installed and a five-day waiting period was allowed before operating speeds for the treatments were measured. The results of the various warning methods were mixed, however, some warning treatments were able to reduce operating speeds on a consistent basis. The most effective of these treatments were the transverse lines, the new combination Horizontal Alignment/Advisory Speed sign, and flashing lights on both the existing warning sign and new combination warning sign. It should also be noted here that for all three sites, a reduction in the average of the speeds over the 85th percentile speed was observed, indicating that most of the treatments have a reducing effect on the most unsafe driving, those traveling above the 85th percentile speed. KW - Field studies KW - Flashing lights KW - Highway curves KW - Horizontal curvature KW - Operating speed KW - Road markings KW - Speed reduction KW - Warning signs UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_20_SPR_259_03_1F.pdf UR - https://trid.trb.org/view/771583 ER - TY - RPRT AN - 01015055 AU - Hughes, John J AU - Bridenbaugh, Garth AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Evaluation of Tuf-Strand Fiber Concrete Additive PY - 2005/08//Construction Report SP - 29p AB - The purpose of this research project is to evaluate the constructability, material and design performance of a Tuf-Strand polypropylene fiber reinforced Class AA concrete used in a concrete patch. The Tuf-Strand fibers will be used as a concrete additive that will replace the welded wire fabric reinforcement used in concrete patches. KW - Additives KW - Fiber reinforced concrete KW - Fibers KW - Patching KW - Polypropylene KW - Repairing UR - https://trid.trb.org/view/769530 ER - TY - RPRT AN - 01015051 AU - Boyle, Michael AU - Ahluwalia, Manjeet AU - Valley Forge Laboratories, Incorporated AU - Lichtenstein Consulting Engineers, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Materials-Related Forensic Analysis and Specialized Testing: "Synthetic Fiber Reinforced Cement Concrete for Highway Construction Applications" PY - 2005/08//Final Report SP - 35p AB - The purpose of this research is to develop design and use guidelines for inclusion in Design Manual Part 2 (pavements) or 4 (structures) as appropriate and revise an existing specification, standard special provision, or provisional special provision or develop a new document for both conventional and High Performance Concrete (HPC) in standard Pennsylvania Department of Transportation format that allows the use of synthetic fibers as reinforcement in cement concrete (SNFRCC) in highway construction applications. The new documents are to be supported by a current literature search, literature review, contacts and investigation of recent applications of SNFRCC in the City of Philadelphia, Port Authority of Allegheny County, and other highway agencies. A second objective is to update and format the previously developed design and use guidelines and standard special provision for steel fiber reinforced cement concrete for inclusion in Design Manual Part 4 for both conventional and HPC full depth and overlay bridge deck applications. Steel fiber reinforcement is supported by past Department research reports and applications in bridge decks within the Department and the Pennsylvania Turnpike Commission. KW - Bridge decks KW - Concrete KW - Concrete pavements KW - Design standards KW - Fiber reinforced concrete KW - Guidelines KW - High performance concrete KW - Pennsylvania KW - Specifications KW - Steel fibers KW - Synthetic fibers UR - https://trid.trb.org/view/769531 ER - TY - RPRT AN - 01015047 AU - Mokwa, Robert L AU - Fridleifsson, Stefan AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - Soil Air Voids Method for Compaction Control PY - 2005/08//Final Report SP - 104p AB - This research project was structured to evaluate the air voids method as a means of assessing the quality of a compacted layer of soil. A literature review was conducted to examine existing published information on the air voids method and to explore how extensively others have used the method. Laboratory testing was conducted to gather information for a variety of soils and to identify potentially suitable and potentially problematic soil types. The laboratory testing program included particle size gradation, hydrometer, Atterberg limits, relative density, specific gravity and impact compaction tests. Data from over 20 Montana Department of Transportation soil survey reports was collected, categorized, and reviewed to statistically examine trends in regards to compaction parameters and the use of the air voids method. The advantages of the air voids method lie in its practicality and ease of use. However, based on the testing and analyses conducted, it is clear that this method should be considered applicable on a limited basis, only. Results from this study indicate that the air voids method of compaction control should not be used on a project unless the relationship between air voids and percent relative compaction is carefully established. The approach should only be considered on projects that have been thoroughly evaluated during the soil survey study using recommendations described in this report as guidelines. KW - Air voids KW - Atterberg limits KW - Density KW - Geological surveying KW - Grain size (Geology) KW - Hydrometers KW - Laboratory tests KW - Literature reviews KW - Quality control KW - Soil compaction KW - Soil compaction test KW - Soils KW - Specific gravity UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/airvoids/final_report.pdf UR - http://ntl.bts.gov/lib/45000/45800/45838/final_report60.pdf UR - https://trid.trb.org/view/768723 ER - TY - RPRT AN - 01014942 AU - Murray, Y D AU - Reid, J D AU - Faller, R K AU - Bielenberg, B W AU - Paulsen, T J AU - ARTEK, Incorporated AU - University of Nebraska, Lincoln AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Evaluation of LS-DYNA Wood Material Model 143 PY - 2005/08//Final Report SP - 152p AB - Calculations are performed with the finite element code LS-DYNA to evaluate the performance of wood material model 143 and to set default material properties for southern yellow pine and Douglas fir. Correlations with published test data include static bending and compression simulations of dry timbers, static bending of saturated posts, and dynamic simulation of saturated posts impacted by bogie vehicles. The companion manual to this report is: Manual for LS-DYNA Wood Material Model 143 (FHWA-HRT-04-097). KW - Bending KW - Compression KW - Douglas fir tree KW - Dynamic tests KW - Evaluation KW - Properties of materials KW - Simulation KW - Southern yellow pine KW - Static tests KW - Wood UR - http://www.fhwa.dot.gov/publications/research/safety/04096/ UR - https://trid.trb.org/view/771482 ER - TY - RPRT AN - 01014875 AU - Gurley, Kurt AU - Washburn, Scott S AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Probabilistic Assessment of Bridge Loading Concurrent with Permit Vehicles PY - 2005/08//Final Report SP - 124p AB - The presence of a single permit vehicle on a bridge in addition to the loads from standard weight vehicles is arguably accounted for implicitly in the multi-presence factors in the American Association of State Highway and Transportation Officials (AASHTO) code. However, the presence of multiple permit vehicles may conceivably exceed the capacity of the bridge. This study provides guidance for determining the loads that should be considered concurrent for the purpose of calculating appropriate bridge operating ratings. The study presents a statistical analysis of permit vehicles (vehicles that exceed 80,000 lb) traveling in close proximity to each other over bridges within the State of Florida. The objective is to find the likelihood of exceeding various combined weights of concurrent permit vehicles on a bridge. The sources of data for this study are the weigh in motion (WIM) records from 37 WIM stations in Florida, collected between January 1998 and August 2003. The study presents results from the four most heavily traveled WIM stations. A concurrent permit vehicle occurrence is defined as two or more permit vehicles that are within close enough proximity to each other as to span a total distance no longer than the average length of all bridges within a 15-mi radius of the given WIM station. In this manner, the probability of concurrent vehicles exceeding various weight thresholds is extrapolated from the actual measurement location (WIM station) to those bridges within 15 mi of the station and along the same route. It is shown that, within any given month, there is a high probability of more than one permit vehicle concurrently crossing bridges along major traffic routes. Further, there is an appreciable likelihood that the combined weight of these concurrent permit vehicles will exceed 250,000 lbs within any given month. The specific probabilities are quantified within the report for the four WIM stations analyzed. KW - Bearing capacity KW - Bridges KW - Concurrent permit vehicles (Bridge passage) KW - Florida KW - Load limits KW - Load ratings KW - Overload permits (Bridge passage) KW - Overweight loads KW - Probabilistic analysis KW - Statistical analysis KW - Weigh in motion KW - Weigh stations UR - https://trid.trb.org/view/768707 ER - TY - RPRT AN - 01011196 AU - Zimmerman, Karl H AU - Bonneson, James A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - In-Service Evaluation of a Detection-Control System for High-Speed Signalized Intersections PY - 2005/08//Technical Report SP - 48p AB - Traffic engineers are often faced with operational and safety challenges at rural, high speed signalized intersections. Vehicle-actuated control, combined with multiple advance detectors, is often used to improve operations and safety. However, this type of detection and control has not always resulted in a significant number of crashes. Crashes sometimes continue to occur at high-speed intersections, and delays to traffic movements can be unnecessarily long. An innovative detection-control system was developed for the Texas Department of Transportation to minimize both delay and crash frequency at rural intersections. This system was subsequently implemented at several intersections in Texas and its safety and operational benefits were evaluated. This report documents the findings and conclusions reached as a result of a three-year implementation project. The Detection-Control System was installed at each of eight intersection in Texas during the three-year period. Five of the intersections were suitable for a before-after study of safety and operational data. An evaluation of the before-after data indicated that the Detection-Control System was able to reduce delay by 14%, stop frequency by 9%, red-light violations by 58%, heavy-vehicle red-light violations by 80%, and severe crash frequency by 39%. KW - Before and after studies KW - Crash rates KW - High speed roads KW - Highway safety KW - Red light running KW - Rural highways KW - Signalized intersections KW - Stopping KW - Traffic actuated controllers KW - Traffic delays KW - Vehicle detectors UR - http://tti.tamu.edu/documents/5-4022-01-1.pdf UR - https://trid.trb.org/view/767664 ER - TY - RPRT AN - 01010926 AU - Washington, Simon P AU - Shin, Kangwon AU - University of Arizona, Tucson AU - Arizona Department of Transportation AU - Federal Highway Administration TI - The Impact of Red Light Cameras (Automated Enforcement) on Safety in Arizona PY - 2005/08//Final Report SP - 139p AB - Red Light Cameras (RLCs) have been used in a number of U.S. cities to yield a demonstrable reduction in red light violations; however, evaluating their impact on safety (crashes) has been relatively more difficult. Accurately estimating the safety impacts of RLCs is challenging for several reasons. First, many safety related factors are uncontrolled and/or confounded during the periods of observation. Second, "spillover" effects caused by drivers reacting to non-RLC-equipped intersections and approaches can make the selection of comparison sites difficult. Third, sites selected for RLC installation may not be randomly selected, and as a result may suffer from the regression to the mean effect. Finally, crash severity needs to be considered to fully understand the safety impacts of RLCs. With these challenges in mind this study was designed to estimate the safety impacts of RLCs on traffic crashes at signalized intersections in the state of Arizona and to identify which factors are associated with successful installations. RLC equipped intersections in the cities of Phoenix and Scottsdale are examined in detail to draw conclusions as to the relative success of RLC programs in these two jurisdictions. Both jurisdictions are operating successful installations of RLCs. Factors related to RLC effectiveness appear to include crash type and severity, left-turn phasing, presence of warning signs, approach speeds, and signal timing. Recommendations are made as to under what conditions should RLCs be considered. KW - Arizona KW - Automated enforcement KW - Cameras KW - Crash severity KW - Crash types KW - Impact studies KW - Left turn phase KW - Phoenix (Arizona) KW - Recommendations KW - Red light running KW - Scottsdale (Arizona) KW - Signalized intersections KW - Speed KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety KW - Traffic signal timing KW - Warning signs UR - http://ntl.bts.gov/lib/25000/25000/25016/AZ550.pdf UR - https://trid.trb.org/view/767160 ER - TY - RPRT AN - 01006612 AU - Glover, Charles J AU - Davison, Richard R AU - Domke, Chris H AU - Ruan, Yonghong AU - Juristyarini, Pramitha AU - Knorr, Daniel B AU - Jung, Sung H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a New Method for Assessing Asphalt Binder Durability with Field Validation PY - 2005/08 SP - 334p AB - This project was a comprehensive study directed at developing an improved method of screening asphalt binders for long-term pavement performance. A new dynamic shear rheometer (DSR) function, G'/(eta'/G'), and a new aging procedure should warn of premature asphalt hardening and resulting fatigue cracking. For unmodified asphalts the new DSR function correlated well with ductility (at 15 deg C, 1 cm/min) below 10 cm. The correlation was originally developed for DSR measurements at 15 deg C and 0.005 rad/s. These conditions were time-temperature superposition shifted to 44.7 deg C and 10 rad/s to produce a method that is easily accessible to standard laboratory rheological equipment and methods. The recommended aging procedure uses the pressure aging vessel (PAV) apparatus but takes advantage of the higher average aging rate when the asphalt is aged in thinner films. This change, combined with somewhat longer aging, results in a more rigorous test of durability than the standard PAV method. At the same time, the resulting rankings of aged materials are more representative of rankings that are obtained from aging at atmospheric air pressure and 60 deg C. For modified asphalts, the results were complex. Generally for a given value of the DSR function, the ductility was better than indicated by the unmodified asphalt DSR-ductility correlation. Larger amounts of modifier produced increasing values of ductility for a given function value. This result was very asphalt dependent, however, so no general correlation could be found. As modified binders oxidize, the asphalt hardens and the improvement to ductility imparted by modifiers decreases. After enough aging, the improvement is gone and modified binders perform no better than their aged unmodified counterpart. A critical issue is whether the life extension produced by modifiers is life-cycle cost effective. Long-Term Pavement Performance (LTPP) and SH 21 binders indicate: sealcoats may provide an opportunity for significant and very cost-effective in-place binder rejuvenation; G'/(eta'/G') is an excellent function for tracking pavement aging; pavements can oxidize rather uniformly with depth; brittle binders can be tolerated in stiff pavements; aggregates appear to have little effect on asphalt oxidation reactions; rolling thin-film oven tests plus PAV aging is not severe aging, in the context of pavement life. KW - Aging (Materials) KW - Asphalt hardening KW - Bituminous binders KW - Cracking KW - Ductility KW - Durability KW - Fatigue (Mechanics) KW - Laboratory tests KW - Life cycle costing KW - Oxidation KW - Pressure aging vessels KW - Rejuvenation KW - Rheometers KW - Rolling thin film oven test KW - Seal coats UR - https://trid.trb.org/view/761981 ER - TY - RPRT AN - 01006610 AU - Carson, Jodi L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Strategies for Interim Use of Managed Lanes PY - 2005/08 SP - 100p AB - Although managed lanes will largely function under their intended standard operating procedures, certain conditions (i.e., construction, special events, incidents, or emergencies) may require unusual interim use of the facilities. Because interim managed lane use may detract from the facilities' intended performance, carefully crafted interim use policies should guide these decisions. Given the lack of formal policies or guidelines, variability in observed practices and limited understanding of potential benefits or concerns surrounding interim use of managed lanes (noted through a review of published literature and observed national practice), the objectives of this task were to: (1) discern any positive procedural trends in interim managed lane use that could be recommended for widespread implementation, (2) identify and describe potential benefits and concerns surrounding interim use of managed lanes, and (3) assimilate this information into recommended guidelines addressing all aspects of managed lane facility interim use. This information forms the basis of the recommendations contained in the "Managed Lanes Manual" developed for the Texas Department of Transportation and the Federal Highway Administration. Following a brief introduction, this report describes motivating conditions and strategies for interim use, general considerations for interim use (i.e., operational and safety effects, public acceptance and perceptions, etc.), and national interim use practice and experience. Based on these findings, recommendations for interim use are provided with regard to: (1) the severity and nature of conditions; (2) the time-of-day, anticipated duration, and traffic impacts; and (3) the availability of alternative facilities or strategies. Recommended planning activities and requirements for implementation are also provided. KW - Construction KW - Decision making KW - Emergencies KW - Emergency management KW - Guidelines KW - Implementation KW - Incident management KW - Literature reviews KW - Managed lanes KW - Policy KW - Recommendations KW - Special events KW - State of the practice KW - Strategic planning KW - Traffic incidents UR - http://tti.tamu.edu/documents/0-4160-20.pdf UR - https://trid.trb.org/view/761984 ER - TY - RPRT AN - 01005773 AU - Barker, Michael G AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Performance and Serviceability of HPS Girders, MO 224, Lafayette County PY - 2005/08//Final Report SP - 130p AB - The Missouri Department of Transportation (MoDOT) built the state's first high performance steel (HPS) bridge in 2002. MoDOT Bridge A6101 uses HPS70W in the design of the 138 ft - 138 ft two-span, five girder bridge. Design calculations show that using HPS only in the highly stressed regions (hybrid design) led to a superstructure steel weight savings of nearly 17% and an estimated cost savings of approximately 11% compared to a conventional 50ksi bridge. The University of Missouri-Columbia worked with MoDOT to instrument, field test, analyze and evaluate the performance of the completed bridge. The tests concentrated on strength and serviceability behavior of the structure. The serviceability field testing of Bridge A6101 confirms that MoDOT uses conservative deflection criteria. The MoDOT approach significantly overestimates the measured deflections. The strength performance testing involved comparing design capacities to equivalent experimental design capacities. For design, the minimum design capacity is an HS23.8 truck loading whereas the critical experimental design capacity is an HS26.2. Thus, this bridge does exhibit additional capacity over the design prediction. Although design predictions seem to be conservative for interior girders, they may be unconservative for exterior girders. The future of HPS is promising in Missouri. HPS70W is a superior steel that can lead to more economical bridges than conventional 50ksi designs. HPS can produce significant savings, especially when used in hybrid designs with 50W or HPS50W. However, the conservative serviceability procedures used by some state departments of transportation, such as MoDOT, will cause many HPS designs to be controlled by deflection, such as A6101 was, instead of strength parameters, which negates the benefit of using higher strength materials KW - Bearing capacity KW - Bridge design KW - Bridge superstructures KW - Case studies KW - Deflection KW - Design capacity KW - Field tests KW - Girder bridges KW - Girders KW - High performance steel KW - Hybrid design KW - Instrumentation KW - Metal bridges KW - Missouri KW - Missouri Department of Transportation KW - Performance tests KW - Serviceability KW - Strength of materials KW - Structural analysis UR - http://library.modot.mo.gov/RDT/reports/Ri00059/or06002.pdf UR - https://trid.trb.org/view/761884 ER - TY - RPRT AN - 01005752 AU - Barker, Michael G AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Shear Tests of High Performance Steel Hybrid Girders PY - 2005/08//Final Report SP - 155p AB - High performance steel (HPS) has been used in hundreds of bridges in the United States. A large percentage of these bridges have used HPS in the form of hybrid girder design. One limit with hybrid girder design, which decreases the beneficial aspects, is that tension field action (TFA) is not allowed when determining the shear capacity. The objective of this research is to validate the tension field action behavior in hybrid plate girders. The goal is to allow TFA in hybrid girders resulting in more economical design of steel bridges. This report includes a thorough presentation of TFA and moment-shear interaction in plate girders, and in particular hybrid plate girders. It presents a comprehensive presentation on experimental test girders with a detailed analysis and examination of test behaviors. As a result of this work, in addition to work of others cited, TFA for hybrid girders has been adopted by American Association of State Highway and Transportation Officials (AASHTO) or bridges and removal of the moment-shear interaction has been adopted by AASHTO for bridges and American Institute of Steel Construction for buildings. KW - American Association of State Highway and Transportation Officials KW - American Institute of Steel Construction KW - Bridge design KW - Design standards KW - Girders KW - High performance steel KW - Hybrid design KW - Moment-shear interaction KW - Moments (Mechanics) KW - Plate girders KW - Shear properties KW - Shear tests KW - Structural steel KW - Tensile field action KW - Tensile properties UR - https://trid.trb.org/view/761944 ER - TY - RPRT AN - 01003782 AU - McGhee, Kevin K AU - Clark, Trenton M AU - Reid, Robert A AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A Performance Baseline for Stone Matrix Asphalt PY - 2005/08//Final Report SP - 24p AB - In 2003, Virginia launched an expanded commitment to stone matrix asphalt (SMA). By the end of 2004, contracts that encompassed nearly 400,000 tons of SMA had been awarded and most of the material produced and placed. During this 2-year timeframe, more construction districts and contractors were engaged in the design, production, and placement of SMA than at any time in the history of the Virginia Department of Transportation (VDOT). Most were experiencing it for the first time. This report documents many aspects of the 2003/2004 SMA "implementation initiative." It summarizes and presents detailed information on costs and quantities, volumetric properties, compaction, permeability, aggregate quality, and initial functional character (ride and friction) for SMA pavements placed during the 2003 and 2004 seasons. SMA is a complex and expensive hot mix asphalt (HMA) material. Carefully documenting (or "baselining") today's experiences and understanding the consequences in terms of lifetime costing are important keys to the continued successful deployment of the best HMA technologies for Virginia. If the cost savings associated with SMA (as identified by the National Asphalt Pavement Association) continue and are applied to only the 14% of VDOT's annual program allotted to SMA in 2005, the fruits of this research can contribute to more than $14 million per year in savings. KW - Aggregates KW - Compaction KW - Costs KW - Friction KW - Hot mix asphalt KW - Life cycle costing KW - Permeability KW - Ride quality KW - Stone matrix asphalt KW - Virginia KW - Volumetric properties UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r3.pdf UR - http://ntl.bts.gov/lib/37000/37200/37257/06-r3.pdf UR - https://trid.trb.org/view/760289 ER - TY - RPRT AN - 01003767 AU - Al-Qadi, Imad L AU - Diefenderfer, Stacey AU - Loulizi, Amara AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Fatigue Life Characterization of Superpave Mixtures at the Virginia Smart Road PY - 2005/08//Final Contract Report SP - 60p AB - Laboratory fatigue testing was performed on six Superpave hot mix asphalt (HMA) mixtures in use at the Virginia Smart Road. Evaluation of the applied strain and resulting fatigue life was performed to fit regressions to predict the fatigue performance of each mixture. Differences in fatigue performance due to field and laboratory production and compaction methods were investigated. Also, in-situ mixtures were compared to mixtures produced accurately from the job mix formula to determine if changes occurring between the laboratory and batch plant significantly affected fatigue life. Results from the fatigue evaluation allowed verification of several hypotheses related to mixture production and compaction and fatigue performance. It was determined that location within the pavement surface, such as inner or outer wheelpath or center-of-lane, did not significantly affect laboratory fatigue test results, although the location will have significant effects on in-situ fatigue life. Also the orientation of samples cut from an in-situ pavement (parallel or perpendicular to the direction of traffic) had only a minor effect on the laboratory fatigue life, because the variability inherent in the pavement due to material variability is greater than the variability induced by compaction. Fatigue life of laboratory-compacted samples was found to be greater than fatigue life of field-compacted samples; additionally, the variability of the laboratory-compacted mixture was found to be less than that of the field-compacted samples. However, it was also found that batch-plant production significantly reduces specimen variability as compared to small-batch laboratory production when the same laboratory compaction is used on both specimen sets. Finally, for Smart Road mixtures produced according to the job mix formula, the use of polymer-modified binder or stone matrix asphalt was shown to increase the expected fatigue life. However, results for all mixes indicated that fatigue resistance rankings might change depending on the applied strain level. This study contributes to the understanding of the factors involved in fatigue performance of asphalt mixtures. Considering that approximately 95% of Virginia's interstate and primary roadways incorporate asphalt surface mixtures, and that fatigue is a leading cause of deterioration, gains in the understanding of fatigue processes and prevention have great potential payoff by improving both the mixture and pavement design practices. KW - Asphalt mixtures KW - Compaction KW - Fatigue life KW - Fatigue tests KW - Field tests KW - Hot mix asphalt KW - Laboratory tests KW - Mix design KW - Pavement performance KW - Polymer asphalt KW - Production KW - Stone matrix asphalt KW - Strain (Mechanics) KW - Superpave KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-cr1.pdf UR - http://ntl.bts.gov/lib/37000/37200/37254/06-cr1.pdf UR - https://trid.trb.org/view/760272 ER - TY - RPRT AN - 01003745 AU - Allan, Jonathan C AU - Geitgey, Ron AU - Hart, Roger AU - Oregon Department of Geology and Mineral Industries AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Dynamic Revetments for Coastal Erosion in Oregon PY - 2005/08//Final Report SP - 108p AB - Gravel beaches have long been recognized as one of the most efficient forms of "natural" coastal protection, and have been suggested as a form of shore protection. "Cobble berms," "dynamic revetments" or "rubble beaches" involve the construction of a gravel beach at the shore, in front of the property to be protected. These structures are effective in defending properties because the sloping, porous cobble beach is able to disrupt and dissipate the wave energy by adjusting its morphology in response to the prevailing wave conditions. Dynamic revetments are much easier and cheaper to construct than a conventional riprap revetment or seawall. They are also aesthetically pleasing compared with "hard" engineered solutions. There remain, however, unanswered questions about their design particularly along the high-energy Oregon coast--the sizes and types of gravel to be used, their slopes and crest elevations, the volume of material to be included in the berm, and where the material may be obtained to construct such features. This study involved an examination of the morphological and sedimentary characteristics at 13 naturally occurring gravel beach study sites along the Oregon coast. Heights of the gravel beaches ranged from 5.7 to 7.1 m (19-23 ft), while the slopes of the beaches varied from 7.7 to 14.1 deg. Mean grain-sizes were found to range from 30 to 128 mm, and were classified as well sorted to moderately well sorted. However, a comparison of these parameters among stable versus eroding gravel beaches revealed no clear discernible pattern. A key difference in the stability of the gravel beaches was the volume and width of gravel contained on the beach, with beaches containing larger volumes of gravel [>50 cu m/m (538 cu ft/ft)] and larger widths [>20 m (66 ft)] being the most stable. Based on this analysis, a crest elevation of ~7.0 m (23 ft), mean grain-size of no less than 64 mm, and a beach slope of 11 deg was recommended in future designs of dynamic revetments for the Oregon coast. While numerous quarry sites were identified that could supply crushed rock for the building of a dynamic revetment, rounded gravels were more difficult to locate and tended to be located farthest from the coast, increasing the costs that would be incurred to transport the material. KW - Aesthetics KW - Beaches KW - Coastal engineering KW - Cobbles KW - Erosion control KW - Geomorphology KW - Gravel KW - Oregon KW - Quarries KW - Revetments KW - Rubble UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/DynamicRevetments.pdf UR - https://trid.trb.org/view/759915 ER - TY - RPRT AN - 01006615 AU - Jackson, N Mike AU - University of North Florida, Jacksonville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Measuring Pavement Friction Characteristics at Variable Speeds for Added Safety PY - 2005/07/31/Final Report SP - 130p AB - Pavement friction testing is frequently conducted in accordance with the provisions outlined in ASTM E 274, "Standard Test method for Skid Resistance of Paved Surfaces Using a Full-Scale Tire." The standard speed of testing in Florida is 40 mph (64.4 km/h). However, due to safety concerns related to testing on high-speed facilities, considerable attention has been focused in recent years on height-sensor based (non-contact) technology. Such sensors are potentially well suited for surveying the surface texture characteristics of pavement sections while operating at highway speeds. Although the height-sensor based technology has been available since the 1960s, it continues to mature. A considerable amount of research has been conducted to gain further understanding on the factors affecting high-speed pavement surface surveying from both the analytical and experimental points of view. Still some problems have not fully been resolved, particularly in the interpretation of the measured data and selection of adequate sensing technology (or sensor designs). The Florida Department of Transportation (FDOT) initiated the present study to assess the feasibility of using high-speed, laser-based sensors to quantify the texture and friction characteristics of asphalt pavements. The main objective of this study is to provide for a safer, faster and more appropriate method of estimating pavement friction characteristics on high-speed facilities, ramps, and at other potentially hazardous sites. Further, it is also intended to provide for a means to obtain a measure of International Friction Index (IFI) in accordance with ASTM E 1960. This report presents a description of the FDOT testing program, the data collection effort as well as the subsequent analyses and findings. KW - Asphalt pavements KW - Florida KW - Freeways KW - Friction tests KW - High speed roads KW - International Friction Index KW - Lasers KW - Ramps (Interchanges) KW - Sensors KW - Skid resistance KW - Surface texture tests UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_DO2022_rpt.pdf UR - https://trid.trb.org/view/761977 ER - TY - RPRT AN - 01023405 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 Final Report Synthesis PY - 2005/07/29/Final Report SP - 72p AB - In 1998, ITS America established a Blue Ribbon Panel on electronic commerce to study the convergence of transportation and electronic payment systems. Panel members included senior managers from government, toll agencies, motor carrier industry, and service providers. The panel’s goal was to achieve national interoperability of Electronic Toll Collection (ETC), electronic screening (E-screening), and other dedicated short-range communication standards (DSRC) applications. The panel provided a successful forum for discussion, while moving toward a solution to the national interoperability problem. In March 2001, the I-95 Corridor Coalition approved funding for an ETC/E-Screening Interoperability Pilot Project for regional interoperability between ETC and E-screening. The long-term goal was to provide a model for national interoperability of DSRC applications. The project combined testing a single dual-mode DSRC transponder for both ETC and E-screening, and developing administrative and organizational structures to support interoperability beyond the Pilot Project. The Pilot Project’s intent was to coordinate the Northeast’s interoperable ETC program, E-ZPass, with the Commercial Vehicle Information Systems and Networks (CVISN) E-screening deployments planned by Maryland and Connecticut. The Pilot Project was designed as a series of five incremental builds to incrementally establish functionality and address institutional and technical challenges that could potentially impact interoperability. The Pilot Project evaluation structure is based on standard evaluation practices originally developed by USDOT. The following five evaluation goals were identified: 1) Assess the impact of interoperability on motor carrier mobility; 2) Assess the impact of electronic screening on motor carrier safety; 3) Identify industry and government efficiency gains from ETC/E-screening; 4) Assess the impact of electronic screening on the environment, in particular, reduction in diesel emissions; and 5) Assess overall customer satisfaction, both government and industry. The Pilot Project successfully demonstrated the following: 1) Interoperable applications using a single transponder are both technically and institutionally feasible; 2) The CVISN model of electronic screening, where motor carriers are issued a transponder but not given a guarantee that simply having the transponder will result in a weigh station bypass, is both technically and operationally feasible; 3) The results of the mobility and efficiency tests demonstrate that interoperable applications do result in quantifiable benefits to the motor carrier industry; and 4) The application of ITS/CVO technologies and systems produces significant environmental benefits through reduced truck idling and emissions. The resulting lessons learned include: 1) Flexible Approach to Project Management – One of the key successes of the project has been the flexible approach to project management adopted by the project team; and 2) Need for Process Re-Engineering – The ETC/E-screening project has demonstrated the importance of process re-engineering to support the deployment of new technologies and systems. The resulting recommendations include: 1) Expand Environmental Impact Assessment to conduct a more comprehensive environmental impact analysis using actual emissions data; 2) Conduct an Expanded Safety Analysis when market penetration has reached the point where statistically valid data can be obtained; 3) Expand Interoperability Applications to promote transponder use in commercial vehicles; 4) Identify Additional Opportunities for Expanding Interoperability to aid in congestion mitigation and management at seaports, airports, and intermodal facilities. KW - Airports KW - Automated toll collection KW - Benefits KW - Commercial vehicle operations KW - Congestion mitigation KW - Connecticut KW - Customer satisfaction KW - CVISN (Program) KW - Dedicated short range communications KW - Deployment KW - Diesel engine exhaust gases KW - Efficiency KW - Electronic commerce KW - Electronic screening KW - Engine idling KW - Environmental impact analysis KW - Environmental impacts KW - Feasibility analysis KW - Intelligent transportation systems KW - Intermodal facilities KW - Interoperability KW - Lessons learned KW - Maryland KW - Mobility KW - Motor carriers KW - Pilot studies KW - Project management KW - Seaports KW - Standards KW - Strategic planning KW - Transponders KW - Trucking KW - Trucking safety UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14256.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14256_files/14256.pdf UR - https://trid.trb.org/view/780910 ER - TY - RPRT AN - 01020830 AU - Szekeres, Dan AU - Heckman, Max AU - Michael Baker Jr., Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Statewide Congestion Measurement Study PY - 2005/07/29/Final Report SP - v.p. AB - The federal metropolitan planning provisions require that all Transportation Management Areas (TMAs) with a population in excess of 200,000 maintain a Congestion Management System (CMS) as part of their planning process. A CMS is a systematic process for managing and alleviating traffic congestion that can take a variety of forms. This report addresses the overall process and specific analytical performance analyses related to a Congestion Management System. Although many of the concepts are focused on MPO CMS activities, the analytic and prioritization recommendations can also be applied at the statewide level to assist in congestion monitoring and project ranking. The key purposes of the report include the following: (1) Provide a structure to the CMS process. (2) Review Pennsylvania MPO CMS practices. (3) Conduct a literature search of CMS practices in other states. (4) Review data and tools available for CMS. (5) Provide insights into available performance measures and analytic computations. (6) Provide a list of "Best Practice" recommendations for each CMS component. At the core, the recommendations include that a CMS should include a data collection and monitoring system, a range of strategies for addressing congestion, performance measures, and a system for prioritizing which congestion management strategies would be most effective. KW - Best practices KW - Congestion management systems KW - Data collection KW - Literature reviews KW - Metropolitan planning organizations KW - Monitoring KW - Pennsylvania KW - Performance measurement KW - Population KW - Ranking (Statistics) KW - Recommendations KW - Strategic planning KW - Traffic congestion UR - https://trid.trb.org/view/778451 ER - TY - RPRT AN - 01016462 AU - Sanchez, R AU - Rodriguez, P AU - Schweiger, C AU - Carter, M AU - Science Applications International Corporation AU - Department of Transportation AU - Federal Transit Administration AU - Federal Highway Administration TI - National Evaluation of the New Mexico Client Referral, Ridership, and Financial Tracking (CRRAFT) System Final Evaluation Report PY - 2005/07/29/Final Report SP - 90p AB - This final report describes the national evaluation of the New Mexico Client Referral, Ridership, and Financial Tracking (CRRAFT) System. The evaluation methodology assessed twelve hypotheses related to the expected outcomes of CRRAFT. To assess the hypotheses, three types of data collection and analyses were conducted: 1) quantitative measures; 2) surveys; and 3) interviews. The quantitative measures consisted of standard operating performance metrics typically used by transit providers and measurable aspects of the invoicing and reporting process. The changes in those measures before and after CRRAFT were analyzed. An attitudinal survey was used to obtain user opinions on the impact of CRRAFT on their operations. Interviews were conducted with staff at the New Mexico Department of Transportation (NMDOT) Public Transportation Programs Bureau (PTPB), New Mexico Human Services Department, and the Alliance for Transportation Research Institute (ATRI) to review and discuss lessons learned and best practices with respect to the implementation, operations and maintenance of the CRRAFT system. Overall, the Evaluation Team found that the CRRAFT system has had a more positive impact on the NMDOT’s PTPB than on the transit agencies. Transit agencies generally agreed that the CRRAFT system is useful for tracking ridership and generating invoices/reports for submission to NMDOT. However, the CRRAFT system has presented several obstacles to complete acceptance of the system by transit agencies. Transit agencies that provided a large number of demand responsive trips tended to be dissatisfied with CRRAFT’s overall performance. It appears that this dissatisfaction is related to the time required to manually enter trips into the scheduler, and then to reconcile scheduled and actual trips. The report also presents user opinions about the most useful CRRAFT features, what other features users like to see added, and which features should be improved or changed. A summary of findings table is also provided. KW - Acceptance KW - Attitudes KW - Best practices KW - Client Referal, Ridership, and Financial Tracking System KW - Customer satisfaction KW - Data analysis KW - Data collection KW - Demand responsive transportation KW - Evaluation KW - Financial analysis KW - Implementation KW - Interviewing KW - Lessons learned KW - Maintenance KW - New Mexico KW - Operations KW - Public transit KW - Quantitative analysis KW - Ridership KW - Rural transit KW - Surveys KW - Transit operating agencies UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14074.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14074_files/14074.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14169.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14169_files/14169.pdf UR - https://trid.trb.org/view/772961 ER - TY - RPRT AN - 01037595 AU - Levine, Jay F AU - Cope, W Gregory AU - Shea, Damian AU - Bogan, Arthur E AU - Lazaro, Peter AU - Thorsen, Waverly AU - Forestier, Delphine AU - Eads, Chris B AU - Gustafson, Lori L AU - Anderson, Elizabeth F AU - North Carolina State University, Raleigh AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Research and Special Programs Administration AU - Federal Highway Administration TI - Assessment of the Impact of Highway Runoff on the Health of Freshwater Mussels in North Carolina Streams PY - 2005/07/28/Final Report SP - 109p AB - The goal of this study was to assess the effects of road runoff on freshwater mussels in North Carolina streams. The authors conducted their studies at 20 road crossings in the upper Neuse River Basin above Falls Lake as the study area. Using a geographic information system (GIS), they selected 9 agricultural sites and 10 forested sites based on Environmental Protection Agency (EPA) land use data. A 20th site was selected because of its urban nature and ongoing construction at the site. They surveyed mussels in the 300-m reaches upstream and downstream of each of these crossings. They used the analysis of hemolymph obtained from the common mussel species Elliptio complanata as a non-lethal health assessment technique for studying the health of individual mussels upstream and downstream of these road crossings. Hemolymph analysis was also used to compare agricultural and forested sites. This project was the first field test of this hemolymph technique, and the forested sites were used to develop reference ranges for the various parameters evaluated in E. complanata hemolymph. Other health assessments included glycogen analysis, evaluation of the percent of gravid mussels at a site, and presence of parasites. Contaminants were measured in mussel tissue, sediment, and in Passive Sampling Devices (PSDs) deployed at each site. There tended to be fewer mussels in the first 50 m downstream of the road crossings; however, there were no differences when the entire 300-m upstream and downstream reaches were considered. There was no difference in health parameters measured by hemolymph analysis between upstream and downstream mussels. Hemolymph glucose and calcium were significantly different between agricultural and forested sites. Hemolymph reference ranges are presented in this report. Contaminant analyses showed an increase in polycyclic aromatic hydrocarbons (PAHs), and some metals downstream of all road crossings at some sites. This appeared to be directly related to the number of vehicles crossing the bridges. There was, however, no direct correlation between increasing contaminant loads and decreasing mussel abundance. There were no noteworthy differences in contaminant loads between land use types. Passive sampling devices proved to be excellent surrogates for the direct measurement of PAHs in mussel tissue. KW - Agricultural land use KW - Downstream KW - Environmental impacts KW - Evaluation and assessment KW - Forests KW - Freshwater mussels KW - Highway bridges KW - Metals KW - North Carolina KW - Polycyclic aromatic hydrocarbons KW - Runoff KW - Streams KW - Traffic volume KW - Upstream UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/Final_Report_2001-13.pdf UR - http://ntl.bts.gov/lib/55000/55800/55877/FINAL_REPORT_2001-13.PDF UR - https://trid.trb.org/view/794389 ER - TY - RPRT AN - 01029103 AU - Durant, Yvon AU - University of New Hampshire, Durham AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - PMMA Retro-Reflective Beads for Traffic Paint PY - 2005/07/28/Final Report - Phase II SP - 114p AB - This cooperative research program studied the potential of polymethylmethacrylate (PMMA) beads to act as a substitute for glass beads when their surface chemistry is modified to react (crosslink) with the binder chemistry. The field testing of these beads was carried out in two separate years, with 3 sites during the first year and a single site during the second year. The project was successful in achieving its goal of developing a novel type of traffic coating with improved wear performance. More specifically, it completed the development of a process and recipe to effectively modify the surface of PMMA beads in order to obtain chemical crosslinking of the beads with a paint binder containing acetoacetate function. It also completed the evaluation of these novel beads in reference to conventional traffic coating under accelerated conditions, after several attempts, and yielded clear evidence that the novel traffic coating has significantly higher wear resistance over conventional coatings. Application of the novel coatings was similar to the conventional system, and requires very limited equipment modification. Additionally, several complementary protocol and observational techniques have been developed during this project. KW - Acetoacetate KW - Chemical crosslinking KW - Coatings KW - Durability KW - Evaluation KW - Glass beads KW - Plastic beads KW - Polymethyl methacrylate KW - Retroreflectivity KW - Traffic paint UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/13739_report.pdf UR - https://trid.trb.org/view/784415 ER - TY - RPRT AN - 01011180 AU - Zinke, Scott AU - Hogge, Brian AU - O'Brien, Chris AU - Mahoney, James AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Evaluation of Pavement Crack Treatments - Literature Review PY - 2005/07/27/Final Report SP - 30p AB - The objective of this project was to evaluate existing literature regarding the practice of pavement crack sealing and crack filling. Crack sealing and crack filling consist of the placement of specialized materials into the cracks in pavement surfaces in order to prevent the intrusion of water and foreign objects. It has been suggested that this process extends the life of a pavement surface and can therefore reduce an agency's pavement replacement and rehabilitation costs. The following topics were identified in previous studies, including some conducted in Connecticut, and are discussed in this report: benefits or crack treatment; roadway evaluation; procedures and equipment selection; material placement; treatment materials evaluations; and traffic safety issues. Overall, the previous literature suggests a great deal of variability in opinion regarding the benefits of crack treatment. There is much inconsistency with results from previous studies with respect to location, circumstances and materials employed. KW - Benefits KW - Concrete pavements KW - Crack filling KW - Crack sealing KW - Evaluation KW - Literature reviews KW - Maintenance equipment KW - Pavement maintenance UR - http://docs.trb.org/01011180.pdf UR - https://trid.trb.org/view/767781 ER - TY - ABST AN - 01465842 TI - Pavement Research and Technology AB - Under this project, each state will create funding to allow technical staff and university researchers to participate in a series of project meetings focused on sharing information, identifying critical issues of mutual interest, developing plans for joint research and testing, and educating transportation professionals on the latest developments in the design, construction, reconstruction and maintenance of highway pavements. A new study will be initiated in 2005 to examine tack coat construction practices, application rates, bond, and potential QA and QC tests. KW - Pavement design KW - Paving KW - Quality assurance KW - Quality control KW - Tack coats KW - Technology UR - http://www.pooledfund.org/Details/Study/144 UR - https://trid.trb.org/view/1234077 ER - TY - ABST AN - 01460605 TI - Research for AASHTO Standing Committee on Highways. Task 205. Project Delivery Workforce Management Review AB - This study will develop a menu of options for managing project delivery workforce issues. It will include a summary of current practice and a workshop to develop a plan to address the issues. The project is underway and initial tasks are in progress. KW - Management KW - National Cooperative Highway Research Program KW - Project management KW - Research projects KW - State of the practice KW - Task analysis KW - Working class KW - Workshops UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1221 UR - https://trid.trb.org/view/1228822 ER - TY - ABST AN - 01548170 TI - Technical Assistance to NCHRP and NCHRP Project 1-40A: Versions 0.9 and 1.0 of the M-E Pavement Design Software AB - The objectives of Project 1-40D(01) were to (1) work in coordination with the contractor for Project 1-40D(02) to produce improved, corrected versions 0.9 and 1.0 of the mechanistic-empirical (ME) Pavement Design Guide (PDG) software and (2) provide ongoing troubleshooting support of the MEPDG for the National Cooperative Highway Research Program (NCHRP) and the Federal Highway Administration (FHWA). A project interim report is available as NCHRP Research Results Digest 308: Changes to the Mechanistic-Empirical Pavement Design Guide Software Through Version 0.900, July 2006. The latest version of the Mechanistic-Empirical Pavement Design Guide is available from American Association of State Highway and Transportation Officials (AASHTO)Ware as the Pavement ME Design program. The United States climatic files developed for the 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 - Guides to information KW - Mechanistic-empirical design KW - Mechanistic-empirical pavement design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Software UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=224 UR - https://trid.trb.org/view/1335807 ER - TY - ABST AN - 01462941 TI - Technical Assistance to NCHRP and NCHRP Project 1-40A: Version 0.9 AND 1.0 of the M-E Pavement Design Software AB - At the request of the AASHTO Joint Task Force on Pavements (JTFP), 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 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 are to (1) work in coordination with the contractor for Project 1-40D(02) to produce improved, corrected version 0.9 of the M-E Pavement Design Guide software and (2) provide ongoing troubleshooting support for NCHRP and FHWA. KW - Climate KW - National Cooperative Highway Research Program KW - Pavement design KW - Pavement distress KW - Pavements KW - Research projects KW - Software KW - State departments of transportation KW - Traffic loads UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=224 UR - https://trid.trb.org/view/1231166 ER - TY - ABST AN - 01460725 TI - Design Specifications and Commentary for Horizontally Curved Concrete Box-Girder Highway Bridges AB - Many concrete box-girder highway bridges are constructed on horizontally curved alignments. In some instances, problems such as bearing uplift, cracked diaphragms and piers, and lateral tendon breakout have occurred. The AASHTO Bridge Specifications do not adequately address these and other issues either in the provisions or commentary. AASHTO has recently incorporated provisions for the design of horizontally curved steel bridges into the LRFD Bridge Design Specifications. These specifications include specific guidance on when horizontal curvature effects must be considered. Bridge owners and designers need specifications and commentary, as well as examples that provide design guidance for horizontally curved concrete box-girder highway bridges. The objective of this project is to develop specifications, commentary, and examples for the design of horizontally curved concrete box-girder highway bridges. Specifications and commentary shall be in a load and resistance factor design format suitable for recommendation to AASHTO for adoption. KW - American Association of State Highway and Transportation Officials KW - Bridge design KW - Concrete bridges KW - Curved bridges KW - Girder bridges KW - Horizontal supports KW - National Cooperative Highway Research Program KW - Research projects KW - Specifications UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=360 UR - https://trid.trb.org/view/1228943 ER - TY - ABST AN - 01460474 TI - Testing the ITS Lessons Learned Resource AB - The objective of this project is to assist the U.S. Department of Transportation's Joint Program Office (JPO) in proofing and placing initial data into its soon-to-be-released Lessons Learned Resource database. The project will extract the "lessons learned" from thirteen completed Washington State Department of Transportation (WSDOT) intelligent transportation system (ITS) projects and code this information into the JPO office database. In addition, WSDOT will provide electronic versions of each ITS project's reports and documentation. KW - Databases KW - Highway operations KW - Intelligent transportation systems KW - Joint Program Office for Intelligent Transportation Systems KW - Lessons learned KW - Relational databases KW - Research projects KW - Traffic operations analysis KW - U.S. Department of Transportation UR - https://trid.trb.org/view/1228691 ER - TY - ABST AN - 01460644 TI - Research Program Design---Administration of Highway and Transportation Agencies. Racial and Gender Diversity in State DOTs and Transit Agencies: Phase I Benchmark Scoping AB - The United States of America is a diverse nation. According to the 2000 U.S. Census, minorities constitute about 30% of the population. Between 2002 and 2012, the number of minorities in the U.S. labor force is projected to increase faster than the number of whites (Occupational Outlook Quarterly, p. 28, Bureau of Labor Statistics, Summer 2004). Moreover, women's share of the labor force will also continue to increase, reaching 47.5% by 2012 (Minority Labor Review, February 2004). The impact of these trends on the employment composition of some U.S. industries remains largely unknown. Despite the availability of many reports on workforce challenges facing the U.S. transportation industry, the representational data available on its employees by gender and race are limited. Such data are needed by state departments of transportation (DOTs) and transit agencies to assess the current diversity of their workforce; to establish a benchmark against which to measure and track efforts to recruit, promote, and retain a diverse workforce; and to identify successful practices being applied throughout the industry. As a starting point, this first phase of a potential two-phase study focuses on identifying, analyzing, and determining the quality of existing data for state DOTs, transit agencies, and contract employees of public transit agencies, leading to the establishment of a benchmark to measure diversity of this labor force in Phase II. The objective of Phase I is to produce a report that (1) identifies sources of existing data on the race and gender of employees of state DOTs, transit agencies, and contract employees of public transit agencies; (2) assesses the quality of the data in terms of their comprehensiveness, validity, and reliability; (3) identifies gaps discovered in the existing data and what additional data need to be collected in order to establish a credible benchmark; (4) establishes a baseline reflecting the current status of racial and gender diversity in state DOTs and transit agencies based on existing data; and (5) recommends a comprehensive work plan for Phase II. KW - Data collection KW - Employees KW - Gender KW - Labor force KW - National Cooperative Highway Research Program KW - Public transit KW - Reports KW - Research projects KW - State departments of transportation KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=553 UR - https://trid.trb.org/view/1228862 ER - TY - ABST AN - 01548863 TI - Traffic Enforcement Strategies for Work Zones AB - The safety of motorists and workers in construction and maintenance work zones is a key concern of state transportation agencies. Traffic law enforcement by uniformed officers or other means can be effective in reducing undesirable driver behavior that contributes to crashes, but little objective guidance exists on selecting projects where enforcement would be most beneficial or on developing a traffic enforcement strategy for a work zone. Public awareness techniques are sometimes used to improve compliance with traffic laws (e.g., variable message signs showing the number of tickets issued, "Get the Picture. Listen to the Signs."), and guidance, based on existing information, is needed on the effectiveness of these techniques. Although improved compliance with traffic laws would be beneficial in all work zones, traffic enforcement tends to be used more in work zones on high-speed roads because the risks are greater. This project will focus on high-speed work zones, including intersections, interchanges, and ramps that are affected by the work. In addition to enforcing traffic laws, enforcement officers often carry out other duties in work zones (e.g., handling traffic and investigating crashes). This project does not include those types of activity. The objective of this project is to develop guidelines for safe and effective deployment of traffic enforcement strategies in work zones on high-speed highways (those with speed limits of 45 mph or greater). KW - Guidelines KW - High speed vehicles KW - Highway safety KW - Interchanges KW - Intersections KW - Speed limits KW - Traffic law enforcement KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=836 UR - https://trid.trb.org/view/1336335 ER - TY - ABST AN - 01463086 TI - Guidelines for Roadway Lighting Based on Safety Benefits and Costs AB - NCHRP Report 152: Warrants for Highway Lighting, issued in 1974, provided a "total design process" for roadway lighting based on the basic information needs related to driver performance. The needs were classified based on geometric, operational, and environmental conditions and accident history. Unfortunately, few states have used NCHRP Report 152 for evaluating lighting requirements because the warrants are difficult to implement and the agencies do not have the required accident-history data. Furthermore, these and other current lighting warrants address existing facilities only and do not provide sufficient guidance for determining the requirement for lighting on new roadway facilities. States need to justify roadway lighting in the face of competing issues such as budget shortfalls, public safety concerns, environmental impacts, and energy consumption. An evaluation of the safety benefits of roadway lighting across a range of conditions and roadway classifications is required in order to facilitate a readily understandable and defensible benefit/cost analysis for key decision-makers. There is an urgent need to develop guidelines to determine the need for roadway lighting on current, rehabilitated, or planned facilities across a range of roadway types and lighting situations. The objective of this project is to develop guidelines for determination of appropriate roadway lighting for existing and planned facilities based on safety benefits and total costs. KW - Benefit cost analysis KW - Decision making KW - Design KW - Environmental impacts KW - Highway safety KW - Lightning KW - National Cooperative Highway Research Program KW - Research projects KW - Warrants (Traffic control devices) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=878 UR - https://trid.trb.org/view/1231311 ER - TY - ABST AN - 01460600 TI - Research for AASHTO Standing Committee on Highways. Task 198. Standard Practice for Independent Assurance Programs AB - This study will locate Independent Assurance programs, identify successful management principles, and recommend potential applications to materials and workmanship management. Work is underway and the first panel meeting is scheduled for October 13, 2005. KW - Applications KW - Management KW - Materials KW - National Cooperative Highway Research Program KW - Quality assurance KW - Quality control KW - Quality control KW - Research projects KW - Standards UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1536 UR - https://trid.trb.org/view/1228817 ER - TY - ABST AN - 01548862 TI - Enhancing Internal Trip Capture Estimation for Mixed-Use Developments AB - As new development places increasing demands on the transportation system, community leaders, land-use planners, developers, and transportation agency administrators need techniques to enable them to reliably predict the number of net vehicle and person trips that will be generated by new or infill mixed-use development. For site impact analysis purposes, an internal capture rate that is set too low may unfairly penalize developers by making them pay more than their fair share of costs for transportation mitigation measures. Conversely, an internal capture rate that is set too high may unfairly place this burden on the public. Both cases may result in sub-optimal build-out, particularly in urban areas. Since the internal capture rate used for a given mixed-use development can be politically contentious, empirical observations are needed to provide professional guidance for better estimating these impacts. By improving the methods for estimating internal capture, the process of determining developers' responsibilities for mitigating transportation impacts of mixed-use development will become more equitable, transparent, and open. The Institute of Transportation Engineers' (ITE's) report titled: Trip Generation (7th edition, 2003, ISBN 0-935403-79-5) provides vehicle trip generation rates for various residential, commercial, and industrial developments. ITE recently conducted a survey of its members that provides further insight on estimating internal capture for mixed-use developments The information is available on-line at: http://www.zoomerang.com/reports/public_report.zgi?ID=L2263NJNHL4U. Because ITE's rates are predominantly based on "single-use, free-standing sites," the potential exists for multi-use sites to exhibit fewer vehicle trips than would be estimated using the stand-alone rates. For example, a proposed mixed-use development that includes residential, retail, and office use may, in reality, exhibit significant internal capture and consequently lower external trip generation than would have otherwise been predicted. In addition, it has been suggested that behavioral response to contextual factors such as density, diversity, design, and regional accessibility influence travelers' trip-making decisions (Ewing, R. and R. Cervero, 2001,Transportation Research Record: Journal of the Transportation Research Board, No. 1780, pp. 87-113). ITE advises those estimating transportation impacts of mixed-use developments to "collect additional data if possible." ITE's Trip Generation Handbook (2nd edition, 2004, ISBN 0-935403-86-8), has established a data-collection procedure for estimating multi-use trip generation; however the existing framework is based on a limited set of data that does not adequately capture elements of mixed-use development. Consequently, when considering potential transportation impacts of proposed mixed-use developments, local and state transportation planners lack a comprehensive, credible data set that can be used to confirm or deny the soundness of proposed internal capture estimates. Currently, "...so little information is available about internal capture rates that traffic impact studies for mixed-use developments become little more than exercises in speculation." (Ewing, R., M. Deanna, and S.C. Li, Transportation Research Record 1518, pp. 1-6). This NCHRP study will address this need by providing a classification system of mixed-used developments and a data-collection framework to enhance estimates of internal capture for mixed-use developments. The objective of this two-phase project is to produce a methodology for enhancing internal trip capture estimates that includes (1) a classification system of mixed-use developments that identifies the site characteristics, features, and context that are likely to influence internally captured trips and (2) a data-collection framework for quantifying the magnitude of internal travel to and around mixed-use developments to determine the appropriate reduction rates. KW - Data collection KW - Mixed use development KW - Traffic characteristics KW - Traffic congestion KW - Travel demand management KW - Trip generation KW - Trip tables KW - Vehicle mix UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=927 UR - https://trid.trb.org/view/1336334 ER - TY - ABST AN - 01549319 TI - Optimization of Tack Coat for HMA Placement AB - A tack coat is typically applied just before a hot mix asphalt (HMA) layer or overlay is placed. A tack coat is a simple, relatively inexpensive process included as an incidental item in many HMA construction specifications. Indeed, a tack coat is so simple in concept that its real importance is often overlooked. An inadequate tack coat product or improper application of a good product can result in costly failure. A review of the extensive body of literature on tack coat materials and their use suggests that tack coats are placed to bond pavement layers together, with the intent of providing a monolithic, impermeable structure or preventing slippage of HMA overlays. However, these views on the function of a tack coat are not universally accepted. Studies conducted on the strength of interfaces in HMA pavements have shown that a strong tack coat bond between pavement layers is critical for transfer of radial tensile and shear stresses into the entire pavement structure. On the other hand, no tack coat bond or an insufficient bond decreases pavement-bearing capacity and may cause slippage. No bond or insufficient bond may also cause tensile stresses to be concentrated at the bottom of the wearing course. Such concentrated stress may accelerate fatigue cracking and lead ultimately to pavement failure. Few guidelines are available for proper selection of tack coat material type, application rate, and placement. Optimum tack coat type and application rate will be determined by the type and condition of the existing pavement surface as well as other factors including material type and permeability of the HMA pavement overlay to be placed, the traffic loading, and the climate. Proper, uniform tack coat application requires close attention to equipment calibration and operating parameters. The objectives of this study are to determine optimum application methods, equipment type and calibration procedures, application rates, and asphalt binder materials for the various uses of tack coats and to recommend revisions to relevant American Association of State Highway and Transportation Officials (AASHTO) methods and practices related to tack coats. In accomplishing these objectives, both present and emerging technology in the United States and worldwide will be evaluated. KW - Asphalt pavements KW - Hot mix asphalt KW - Optimization KW - Overlays (Pavements) KW - Pavement layers KW - Permeability KW - Tack coats UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=974 UR - https://trid.trb.org/view/1339635 ER - TY - ABST AN - 01543077 TI - Development of a Master Plan for Calibration and Implementation of the M-E Design Guide AB - Arkansas currently designs pavements using the 1993 Edition of the AASHTO Guide for the Design of Pavement Structures. Procedures for new pavement design contained in the 1993 Guide have remained essentially unchanged since at least 1986. In many areas, these procedures represent the "original" procedures first published in the 1972 "interim" Guide. Recognizing the limitations of the AASHTO procedure (developed using pavement performance data gathered at the AASHO Road Test conducted in Ottowa, Illinois between 1958 and 1961), the AASHTO Joint Task Force on Pavements initiated research to develop a pavement design procedure based on engineering mechanics. National Cooperative Highway Research Program (NCHRP) Project 1-37a produced a mechanistic-empirical (M-E) pavement analysis system to be used for pavement design. The approach featured in the NCHRP 1-37a M-E Pavement Design Guide (hereinafter referred to as the MEPDG) uses principles of engineering mechanics to estimate stresses and strains induced in a given pavement structure; transfer functions relate these stresses and strains to estimates of pavement damage over time. The Arkansas State Highway and Transportation Department (AHTD) has invested significant research dollars in projects related to the MEPDG. A very necessary step towards putting the Guide to routine use is the preparation of a "master plan" for all activities related to implementation - pulling together all the pieces, knowledge, and experience attained thus far, plus identifying and planning for future required activities, such as local calibration for Arkansas. Such a Master Plan will ensure a smooth transition to a working Guide for AHTD. KW - American Association of State Highway and Transportation Officials KW - Arkansas KW - Design standards KW - Empirical methods KW - Guidelines KW - Master plans KW - Mechanical properties KW - Pavement design KW - Pavement performance KW - Pavements KW - Research projects KW - Structures UR - https://trid.trb.org/view/1329733 ER - TY - ABST AN - 01464874 TI - LTPP Computed Parameter: Moisture Content AB - Since the final round of LTPP TDR measurements was complete in October 2004, approximately 175,000 more automated TDR measurements have been added to the database that have not been interpreted. Some of this data was collected using on-site instrumentation that resulted in more frequent TDR measurements, including burst measurements following significant rainfall events. This effort will complete the interpretation of TDR measurements performed by LTPP and provide estimates of moisture contents from these measurements in the LTPP Pavement Performance Database. KW - Databases KW - Moisture content KW - Pavement performance KW - Research projects UR - http://www.fhwa.dot.gov/pavement/pub_details.cfm?id=567 UR - https://trid.trb.org/view/1233107 ER - TY - ABST AN - 01464873 TI - LTPP Computed Parameter: Frost Penetration AB - The objective of this research project is to monitor the freeze penetration in base, subbase, and subgrade of pavement, LTPP instrumented selected test sections in the Seasonal Monitoring Program (SMP) with subsurface electrical resistivity probes and temperature probes. In 1997 the first SMP data were extracted from the LTPP Pavement Performance Database (PPDB) and interpretation was performed to identify locations of subsurface frost in unbound materials. [FHWA-RD-99-088] For this effort, an interactive program, FROST, was developed to aid in this interpretation. With the completion of monitoring measurements on the SMP sections in October 2004, there is a need to complete the interpretation of measurements not previously interpreted and add the results of these interpretations to the LTPP Pavement Performance Database. KW - Base course (Pavements) KW - Frost susceptibility KW - Pavement performance KW - Penetration resistance KW - Research projects KW - Seasonally frozen ground KW - Subgrade (Pavements) UR - http://www.fhwa.dot.gov/pavement/pub_details.cfm?id=640 UR - https://trid.trb.org/view/1233106 ER - TY - ABST AN - 01463079 TI - Procedure for Determining Mixing and Compaction Temperatures of Asphalt Binders in Hot Mix Asphalt AB - The Asphalt Institute (AI) procedure for determining mixing and compaction temperatures of asphalt binders was developed for the standard penetration- and viscosity-graded materials predominantly used in the United States until the 1990s. Since that time, the use of modified binders in hot mix asphalt (HMA) paving has increased significantly. This is particularly true for HMA used on high-volume traffic routes. The AI procedure often requires heating of modified binders to unrealistically high temperatures at which degradation of the asphalt binder can occur. To overcome this problem, highway agencies usually rely on the suppliers of modifiers to recommend mixing and compaction temperatures, and this has produced mixed results. Research to date on methods to determine mixing and compaction temperatures has not substantially improved upon the AI procedure. A fresh look is needed at existing and emerging procedures to determine temperatures that will provide satisfactory aggregate coating and appropriate laboratory specimen compaction without degrading the asphalt binder. The objective of this study is to identify or develop a simple, rapid, and accurate laboratory procedure for determining the mixing and compaction temperatures of asphalt binder. The procedure shall be suitable for routine agency use and applicable to both unmodified and modified binders and may be based on testing of asphalt binders, HMA, or both. KW - Asphalt KW - Binders KW - Compaction KW - Hot mix asphalt KW - Mix design KW - National Cooperative Highway Research Program KW - Research projects KW - Temperature UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=973 UR - https://trid.trb.org/view/1231304 ER - TY - ABST AN - 01462919 TI - A Mix Design Manual for Hot Mix Asphalt AB - The Superpave performance-based mix design system described in the Strategic Highway Research Program (SHRP) Report SHRP-A-407, "The Superpave Mix Design Manual for New Construction and Overlays," provides three levels of design. Level 1 is a volumetric design procedure based on gyratory compaction; it is implemented as AASHTO Specification MP 2, "Superpave Volumetric Mix Design," and Practice PP 28, "Superpave Volumetric Design for Hot Mix Asphalt." The Level 2 and Level 3 design procedures are intended to test and refine Level 1 designs for situations with high traffic volume and load or other severe service factors. Performance characteristics of hot mix asphalt (HMA) specimens prepared in accordance with the Level 1 procedure are evaluated with the Superpave shear test device and the indirect tensile test device methods (AASHTO Provisional Methods TP7 and TP9, respectively). These test results are then input, along with traffic, climate, and structural data, to a suite of performance models for materials characterization, pavement response, and distress prediction, and the predicted distress levels are used to determine an optimum mix design. The Level 2 and 3 design procedures were not widely or fully implemented because of serious limitations in the original SHRP performance models for permanent deformation and fatigue cracking as well as other factors. A comparable suite of HMA performance models calibrated and validated with LTPP data was recently produced in NCHRP Project 1-37A, "Development of the 2002 Guide for the Design of New and Rehabilitated Pavement Structures: Phase II." The material properties required for these models are measured with the dynamic modulus and indirect tensile tests. The availability of these performance models and associated software offers the opportunity to prepare a full working version of an HMA mix design procedure in the form of a practical manual for engineers and technicians that is comparable in its key features to the performance-based Superpave system originally envisioned by SHRP. Further, such a procedure, by using a common set of materials characterization tests and performance models to design HMA mixes that satisfy material property requirements of specific pavement structural designs prepared in accordance with the Project 1-37A pavement design guide, would represent a significant step toward the goal of integrating HMA mix design with pavement structural design. The objective of this research is to develop an improved mix design procedure for hot mix asphalt (including dense-graded, open-graded, and gap-graded mixes) in the form of a manual of practice for use by engineers and technicians in the public and private sectors. The mix design procedure will make use of the best-available materials-testing and performance-prediction technology to produce durable, distress-resistant mix designs tailored to the requirements of specific pavement layers. At a minimum, development of the design procedure shall consider (1) the volumetric design method in AASHTO MP 2 and PP 28, (2) the simple performance test(s) (SPT) and equipment recommended by NCHRP Projects 9-19 and 9-29, (3) the hot mix asphalt (HMA) materials characterization tests and performance models developed in NCHRP Project 1-37A, (4) any improved method for measuring moisture susceptibility developed through NCHRP Projects 9-34 and 9-37, and (5) any other sound, applicable research products from, for example, NCHRP Projects 1-42, 9-9(1), 9-16, 9-17, 9-22, 9-25, 9-27, 9-31, 9-36, and 9-38. The mix design manual should follow the general format of Asphalt Institute Manual SP-02, "Superpave Mix Design," and be prepared in the form of an interactive CD-ROM. KW - Hot mix asphalt KW - Manuals KW - Mix design KW - National Cooperative Highway Research Program KW - Pavement design KW - Pavement performance KW - Pavements KW - Superpave KW - Traffic volume UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=967 UR - https://trid.trb.org/view/1231143 ER - TY - ABST AN - 01460673 TI - Culvert Testing for Fish Passage at the Skookumchuck Test Bed AB - Washington State Department of Transportation (WSDOT) estimates that it has over 1,200 barrier culverts located throughout the state that will require repair or retrofit in the future. A "one of a kind" test bed for research to find effective culverts for fish passage was developed through a partnership with Washington Department of Fish and Wildlife, Alaska, Oregon, California and FHWA. Research testing that began in the 03-05 biennium will continue with a focus on testing existing and new culvert retrofit designs that enable juvenile fish passage through culverts. This research compliments work conducted by the Battelle Memorial Institute and Washington State University. This research will help define cost effective retrofit designs for thousands of culverts that exist under highways and roads so that juvenile salmonids can survive their migration journeys. KW - Culverts KW - Design KW - Fishes KW - Habitat (Ecology) KW - Maintenance KW - Passing KW - Research projects KW - Retrofitting UR - https://trid.trb.org/view/1228891 ER - TY - ABST AN - 01460475 TI - HOV Lane Evaluation and Monitoring: Phase 8 AB - The primary objective of this research is to provide information to evaluate the effectiveness of high occupancy vehicle (HOV) lanes in the Puget Sound area. The monitoring effort will be as multifaceted as budgetary constraints allow. This monitoring effort will cover HOV lane usage (occupancy), violations, person throughput, enforcement issues, and public opinion. KW - Bus and high occupancy vehicle facilities KW - High occupancy vehicle lanes KW - High occupancy vehicle lanes KW - Performance evaluations KW - Public opinion KW - Research projects KW - Traffic law enforcement KW - Traffic violations UR - https://trid.trb.org/view/1228692 ER - TY - ABST AN - 01458280 TI - TrafficTV: Updates and Improvements AB - This project will update the automated TrafficTV applications to use hardware and software that are more current and provide additional functionality, including the option for AMBER ALERT notification. TrafficTV has operated, on UWTV2 channel 76, as an automated source of traffic and traveler information since it was deployed on June 1, 1998. During that seven-year period, the hardware and operating system supporting the application have remained unchanged, and both are now out of date. In addition, new functionality for communicating incident information, voice information, and Amber Alerts will be designed and built into TrafficTV. This will be done in coordination with Washington State Department of Transportation (WSDOT) operations. KW - AMBER Alert KW - Automated highway systems KW - Incident detection KW - Incident management KW - Research projects KW - Traffic information KW - TrafficTV KW - Traveler information and communication systems UR - https://trid.trb.org/view/1226491 ER - TY - RPRT AN - 01004477 AU - Boyle, Michael AU - Al-Qadi, Imad L AU - Valley Forge Laboratories, Incorporated AU - Federal Highway Administration AU - Pennsylvania Department of Transportation TI - Materials-Related Forensic Analysis and Specialized Testing: Evaluation of Steel Paving Mesh Installations by FWD Analysis PY - 2005/07/01/Final Report SP - 74p AB - Work Order No. 98032012 is directed to evaluate three types of steel paving mesh in combination with a micro surfacing and a bituminous overlay. Steel paving mesh products are widely used in Europe but have not previously been used by a highway agency in the United States. Steel paving mesh has purported to perform best when placed and covered with a micro-surfacing pavement course prior to placing a bituminous overlay. The composition of the micro-surfacing is a modified mix design from what is indicated in the Pub 408 Specifications, Section 182 and is typically specified by a PENNDOT Standard Special Provision referenced as S00(ID04001C) - Cold-Laid Latex-Modified Emulsion Pavement Courses. To quantify the effectiveness of steel reinforcement in reducing reflection cracking, Falling Weight Deflectometer (FWD) documentation for four sites will be generated annually during the next few years by taking deflection measurement at the joints. Initial data is currently available and represents the baseline condition before and just after the installations were completed. FWD testing was performed mid-lane at joints. The data was collected again immediately after paving. The annual FWD measurements were for 2001 through 2005 to observe and determine any changes in the performance of the pavement with the steel reinforcement. The scope of this work order targets the analysis of the FWD data through the time remaining for Research Program No. 359832. It is anticipated that the results will provide a quantitative measure of the steel reinforcement contribution to retard reflection cracking and the beneficial use of this material consistent with the European experience. KW - Analysis KW - Bituminous overlays KW - Deflection KW - Evaluation KW - Falling weight deflectometers KW - Installation KW - Materials KW - Measurement KW - Microsurfacing KW - Mix design KW - Pavement joints KW - Pavement performance KW - Reflection cracking KW - Reinforcing steel KW - Steel paving mesh KW - Testing UR - https://trid.trb.org/view/760404 ER - TY - RPRT AN - 01547358 AU - Hall, Kevin D AU - Williams, Stacy G AU - Gudapati, Raj AU - University of Arkansas, Fayetteville AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - ERSA Wheel Track Testing for Rutting and Stripping PY - 2005/07//Final Report SP - 29p AB - Permanent deformation (rutting) and moisture damage (stripping) are common distress mechanisms or failure modes of flexible pavements. While many methods have been developed to assess the susceptibility of a hot-mix asphalt (HMA) mixture to rutting and stripping, wheel-track testing is one of the most common methods. The Evaluator of Rutting and Stripping in Asphalt (ERSA) was developed at the University of Arkansas; it is a wheel-tracking device that is capable of detecting both rutting and stripping failures in HMA mixtures. Previous research sponsored by the Arkansas State Highway and Transportation Department (AHTD) and the Mack-Blackwell National Rural Transportation Center (MBTC) recommended ERSA testing for assessing the rutting and stripping susceptibility of hot-mix asphalt during mixture design. The research also established operating characteristics and sample preparation techniques for routine wheel-track testing using ERSA. A second-generation ERSA device was obtained by the University of Arkansas. The second device was validated against the original ERSA unit through a series of split-sample wheel-tracking tests featuring six HMA mixtures. A standard test method, nominally in AASHTO format, was developed for the ERSA device. Guidelines were developed for ERSA rutting/stripping data interpretation. An additional series of wheel-track tests were conducted to establish HMA mixture acceptance criteria for design. The recommended criteria include: (1) for high-volume (interstate/major traffic routes), a maximum allowable rut depth of 10 mm at 10,000 cycles, with no evidence of stripping (no stripping inflection point); (2) for medium to high traffic volume routes, a maximum rut depth of 10 mm at 7,500 cycles, with no evidence of stripping (no stripping inflection point); and (3) for low to medium traffic volume routes, a maximum rut depth of 10 mm at 5,000 cycles, plus (if stripping is evident) a minimum stripping inflection point of 7,500 cycles. It is recommended that for a period of one year, AHTD conduct ERSA testing on all mixes verified in the Materials Division central laboratory to validate the recommended performance criteria and assess the impact of implementing ERSA testing on routine HMA mix design activities. KW - Arkansas KW - Flexible pavements KW - Hot mix asphalt KW - Rutting KW - Stripping (Pavements) KW - Test procedures KW - Testing equipment KW - Validation KW - Wheel tracking devices UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%200201.pdf UR - https://trid.trb.org/view/1333245 ER - TY - JOUR AN - 01387551 JO - Public Roads PB - Federal Highway Administration AU - Do, A H AU - Hummer, J E AU - Toole, J L AU - Rouphail, N M TI - Making trails [shared-use paths] PY - 2005/07 VL - 69 IS - 1 SP - 12-7 KW - Bicycle facilities KW - Bicycle path KW - Bikeways KW - Design KW - Design KW - Footpath KW - Level of service KW - Level of service KW - Pedestrian KW - Pedestrians KW - Safety KW - Safety KW - Usa KW - Walkways KW - Width KW - Width UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/02.cfm UR - https://trid.trb.org/view/1155317 ER - TY - RPRT AN - 01357309 AU - Urbanik, Tom AU - University of Tennessee, Knoxville AU - National Transportation Research Center, Incorporated AU - Federal Highway Administration TI - Inspection Station Demonstration of Remote Sensing of Truck Brake Condition PY - 2005/07//Final Report SP - 50p AB - Assessment of large truck braking capability in the United States is traditionally done during periodic roadside inspections conducted to identify and remove from service vehicles with violations of the Federal Motor Carrier Safety Regulations (FMCSR). Following guidelines developed by the Commercial Vehicle Safety Alliance (CVSA), law enforcement officials perform hands-on inspections to check for conditions of braking system components which are known to present imminent safety hazards, e.g. brakes out of adjustment, worn linings, contaminated linings, or leaking air connections. While inspections are critically important to keep poorly maintained trucks off the Nation’s highways, they are a burden in lost time and revenue for drivers and operators who properly care for their truck’s critical safety systems. Furthermore, inspection of well-maintained trucks ties up law enforcement resources and reduces the time available to focus on genuinely problem vehicles. Electronically controlled braking systems (ECBS) available in the United States have onboard diagnostics that can monitor and evaluate in real-time the condition of the truck braking system without need for hands-on inspection. The United States Department of Transportation supports the use of ECBS and its enabled safety technologies to reduce the number of fatalities and injuries in crashes involving heavy trucks. An opportunity exists for improved safety and productivity through the innovative use of ECBS to provide brake condition data. KW - Brakes KW - Diagnostic tests KW - Electronically controlled braking systems KW - Heavy vehicles KW - Innovation KW - Inspection stations KW - Remote sensing KW - Trucks UR - http://www.ntrci.org/ntrci-24-2005-005 UR - https://trid.trb.org/view/1122731 ER - TY - RPRT AN - 01135217 AU - Southeastern Transportation Center AU - National Transportation Research Center, Incorporated AU - Federal Highway Administration TI - Truck Rollover Characterization for Class-8 Tractor-Trailers Utilizing Standard Dual Tires and New-Generation Single Tires PY - 2005/07 SP - 110p AB - The Heavy Truck Rollover Characterization Project is a major research effort conducted by the National Transportation Research Center, Inc. (NTRCI) in partnership with Oak Ridge National Laboratory (ORNL), Dana Corporation (Dana), Michelin Americas Research and Development Corporation (Michelin) and Clemson University (Clemson), under the NTRCIs Heavy Vehicle Safety Research Center (HVSRC) for the Federal Highway Administration (FHWA). ORNL provided the day-to-day management of the project. The expertise mix of this team coupled with complementary research needs and interests, and a positive can-do attitude provided an extremely positive experimental research opportunity for all involved. Furthermore, this team supplied significant and valuable resources that provided a strong positive benchmark regarding the ability to conduct research within a public-private partnership. The work conducted by this team focused on initial efforts to generate data and information on heavy truck rollover not currently available in the industry. It reflects efforts within Phases 1 and 2 of a longer-term four-phase research program. A 1999 Peterbilt 379 class-8 tractor and 2004 Wabash dry freight van trailer were the test vehicles utilized in this effort. Both were instrumented with a number of sensors to capture the dynamics of the tractor and trailer as it engaged in various testing maneuvers that included: an evasive maneuver, swept sine, constant radius, and a run-off-the-road maneuver. The run-off-the-road maneuver was discontinued because the test track could not safety accommodate such a maneuver. These maneuvers were carried out utilizing both standard dual tires and new-generation dual tires in six test series. Two test series also included the use of a wider-slider suspension. Outriggers were placed on the test vehicle to assure that an actual rollover would not occur, however, the tests were designed to generate lift-off of tires during the tests. One of the main objectives of the tests that are a part of this study was to understand how different elements (e.g., dual tires and wide-base, new-generation single tires, different trailer suspension types, etc.) affect the overall vehicle roll stability. Tilt-table tests were also performed to characterize the static rollover propensity if the tractor trailer. For all of the tests, the vehicle was loaded with ballast for a gross vehicle weight rating of 79,000 lbs., and the speeds were gradually increased so that wheel lift-off was experienced both visually and via instrumentation. A significant amount of data was collected on all maneuvers performed (1.2 Gigabytes of data from 45 data channels sampled at 0.01 sec) and information was also captured via videotaping (one camera inside the cabin and three others outside; plus one off-board camera). Due to a number of issues related to the sensors, and idiosyncrasies in the data itself, a statistically meaningful data set was not possible. However sufficient data was collected to demonstrate the trends and patterns in the heavy truck rollover phenomenon. KW - Heavy vehicles KW - Maneuvering KW - Ran off road crashes KW - Rollover crashes KW - Tires KW - Tractor trailer combinations KW - Truck crashes KW - Yaw UR - http://www.ntrci.org/ntrci-24-2005-004 UR - https://trid.trb.org/view/894406 ER - TY - RPRT AN - 01126226 AU - Barker, Michael G AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Shear Test of High Performance Steel Hybrid Girders PY - 2005/07//Draft Final Report SP - 164p AB - The objective of this research was to validate the tension field action (TFA) behavior in hybrid plate girders. The goal was to allow TFA in determining the shear capacity of hybrid girders resulting in more economical design of steel bridges. This report includes a thorough presentation of TFA and moment-shear interaction in plate girders, and in particular hybrid plate girders. It presents a comprehensive presentation on the test girders with a detailed analysis and examination of the test behaviors. KW - Bridge design KW - High performance steel KW - Hybrid plate girders KW - Plate girders KW - Shear capacity KW - Shear tests KW - Steel bridges KW - Tension UR - http://library.modot.mo.gov/RDT/reports/Ri99026/or06001.pdf UR - https://trid.trb.org/view/887332 ER - TY - RPRT AN - 01108751 AU - Chitturi, Madhav V AU - Benekohal, Rahim F AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Three Recent Models of UPS for Intersection Traffic Signals with LEDs PY - 2005/07//Final Report SP - 41p AB - Uninterruptible Power Supply (UPS) systems are used to power the intersection traffic signals that have Light Emitting Diode (LED) signal modules, in case of a power failure. The objective of this study was to test the PB2000ITS UPS manufactured by US Traffic Corp., ME1000 UPS from TechPower Developments Inc and DUI 24M11 from Dimensions Unlimited Inc, and verify if they meet the Illinois DOT’s specification for UPS systems for traffic signals with LED modules. These were the most updated models furnished by the manufacturers at the time. Multiple tests with full load (approximately 700 W) were conducted at room temperature to determine charge and discharge times. For PB2000ITS the average run time was 3:31 and average recharge time was 16:25 at room temperature. For ME1000, the average discharge and recharge times were 2:32 and 42:16 respectively at room temperature. For DUI 24M11 the average discharge and recharge times were 3:57 and 18:58 respectively at room temperature. All the UPS systems meet the majority of the IDOT Specification requirements, but had some minor shortcomings. KW - Battery chargers KW - Electric batteries KW - Electric power supply KW - Illinois KW - Intersections KW - Light emitting diodes KW - Signalized intersections KW - Traffic signal control systems KW - Traffic signals KW - Uninterruptible power supply UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-139.pdf UR - https://trid.trb.org/view/867559 ER - TY - RPRT AN - 01108445 AU - Carlson, Daniel L AU - Hill, Zack AU - Simmons, Jill AU - Atchison, Alex AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - WSDOT's Role in TDM: Strategic Interest, Structure, and Responsibilities PY - 2005/07//Final Research Report SP - 48p AB - The Washington State Department of Transportation (WSDOT) has posed several questions about its role in transportation demand management (TDM), including how it defines TDM, what its strategic interest in TDM is, how TDM relates to its transportation goals, what responsibilities it should assume, and how it ought to structure itself to implement TDM. WSDOT hired a research team at the University of Washington Evans School of Public Affairs to answer these questions, describing the current TDM environment, interviewing key stakeholders, and recommending approaches in each area. The research team found that TDM measures can enable the movement of more people and goods over existing and future state roads at far less capital, political, and environmental cost than construction of new highways. Among its recommendations are that WSDOT should do the following: Call out TDM as an explicit framework for managing and increasing the person throughput of the existing state transportation system; Take the lead in developing a TDM “brand,” which will serve as a universal identifier for TDM campaigns at the local, regional, and state levels; Set targets for the number of people—not vehicles—moving through key corridors during peak periods and targets for the number of people choosing to not drive alone in key corridors during peak periods; and Develop TDM Priority Areas where state transportation investments are linked to local transit-efficient land uses. KW - Implementation KW - Leadership KW - Strategic planning KW - Travel demand management KW - Washington State Department of Transportation UR - http://www.wsdot.wa.gov/research/reports/fullreports/616.1.pdf UR - https://trid.trb.org/view/868349 ER - TY - RPRT AN - 01104398 AU - Ramirez, Julio A AU - Aguilar, Ferardo AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Shear Reinforcement Requirements for High-Strength Concrete Bridge Girders PY - 2005/07//Final Report SP - 127p AB - A research program was conducted on the shear strength of high-strength concrete members. The objective was to evaluate the shear behavior and strength of concrete bridge members with compressive strengths in the range of 10 000 to 15 000 psi. The goal was to determine if the current minimum amount of shear reinforcement together with maximum spacing limits in the 2004 AASHTO LRFD Specifications, and the upper limit on the nominal shear strength were applicable to concrete compressive strengths up to 15 000 psi. A total of twenty I-shaped specimens were tested monotonically to failure. Sixteen specimens were reinforced concrete beams, half of them without shear reinforcement. Four AASHTO Type I prestressed concrete beams were also tested. The main variables were the compressive strength of concrete and the amount of longitudinal and transverse reinforcement. Measured concrete compressive strengths ranged from 7 000 to 17 000 psi. Longitudinal reinforcement ratios on the basis of web width, ρw, varied from 1.32 to 7.92%. All specimens met the flexural requirements in Section 5.7.3.3.1 of the 2004 AASHTO LRFD Specifications. The amounts of shear reinforcement, ρvfyv, provided were in the range of 0 to 1 300 psi. Main findings support the notion that the current prescribed minimum amounts of shear reinforcement in both the 2004 AASHTO LRFD Specifications and the ACI 318-05 Code provide sufficient reserve strength after first inclined cracking, and adequate crack width control at estimated service load levels for reinforced and prestressed concrete beams with concrete compressive strengths up to 15 000 psi. Based on the test results of reinforced concrete specimens, an upper limit for the nominal shear strength of 12 f'c in concretes with compressive strength up to 15 000 psi was shown to be adequate to prevent web crushing failures prior to the yielding of stirrups. This limit is similar to the current upper limit on the nominal shear strength in the ACI 318-05 Code. KW - Compressive strength KW - Design load KW - High performance concrete KW - High strength concrete KW - Horizontal web reinforcement KW - Prestressed concrete KW - Prestressed concrete bridges KW - Reinforced concrete KW - Shear reinforcement KW - Shear strength UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1741&context=jtrp UR - https://trid.trb.org/view/864157 ER - TY - RPRT AN - 01099497 AU - Zia, Paul AU - Nunez, Roberto AU - Mata, Luis A AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Implementation of Self-Consolidating Concrete for Prestressed Concrete Girders PY - 2005/07//Final Report SP - 82p AB - This report documents the first experience of using self-consolidating concrete for pretressed concrete bridge girders in North Carolina. Under construction in eastern North Carolina was a multi-span bridge which used one hundred thirty AASHTO Type III girders, each 54.8 ft (16.7 m) long. To demonstrate the full-scale field production of self-consolidating concrete, and for comparative purposes, three girders from one production line of five girders were selected for the experimentation. Two of the girders were cast with self-consolidating concrete and one with normal concrete as control. The plastic and hardened properties of both the self-consolidating concrete and the normal concrete were monitored and measured. The plastic properties of self-consolidating concrete included unit weight, air content, slump flow, visual stability index (VSI), and passing ability measured by J-ring and L-box. Hardened properties of the two concretes included temperature development during curing, compressive strength, elastic modulus, and flexural tensile strength, creep and shrinkage. The prestressing force was monitored by load cells . The transfer lengths of prestressing strands were determined by embedded strain gauges , and from the measured strand end-slips. Finally, the three girders were tested in flexure up to the design service load to determine and compare their load-deformation characteristics. Based on the satisfactory results of this study, the two prestressed SCC girders were installed in the bridge for service as other normal concrete girders. KW - Air content KW - Concrete hardening KW - Flexural strength KW - Girders KW - Modulus of elasticity KW - North Carolina KW - Prestressed concrete KW - Prestressed concrete bridges KW - Pretensioning KW - Self compacting concrete UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-25FinalReport.pdf UR - https://trid.trb.org/view/859116 ER - TY - RPRT AN - 01044260 AU - Ege, Steven AU - Okada, Garret AU - Hawaii Department of Transportation AU - Hawaii Department of Transportation AU - Federal Highway Administration TI - Superpave Mix in Hawaii Performance Effects of Using Local Materials and Construction Practices on the Production, Paving Operations, and Short Term Characteristics of Superpave Mix PY - 2005/07//Final Report SP - 108p AB - The final product of the SHRP asphalt research program (October 1987 to March 1993) is a new asphalt pavement referred to as Superior Performing Asphalt Pavement (SUPERPAVE). This report evaluated the first paving project using the Superpave mix. Production of the Superpave mix was accomplished by using locally produced aggregates and asphalt cement. The Superpave mix was successfully placed and compacted by a local paving contractor with typical paving equipment and standard paving operation. The Superpave mix is very stable and should provide greater resistance to pavement deformation (rutting) than the standard asphalt concrete mixes currently being used. An area for concern for long-term durability of the Superpave mix is the segregated surface appearance, which may be due to the separation of the coarse aggregates from the rest of the mixture and coarser gradation as compared to the standard asphalt concrete mixes. Based on the satisfactory results and performance of the Superpave mix, it is recommended as a standard pavement surface for the Hawaii Department of Transportation, Highways Division. KW - Aggregate gradation KW - Aggregates KW - Asphalt cement KW - Asphalt pavements KW - Coarse aggregates KW - Construction management KW - Contractors KW - Local materials KW - Pavers KW - Paving KW - Rutting KW - Superpave UR - https://trid.trb.org/view/803647 ER - TY - RPRT AN - 01032939 AU - Dessouky, Samer H AU - Masad, Eyad A AU - Little, Dallas N AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Mechanistic Model to Predict the Impact of the Aggregate Matrix on the Permanent Deformation of Asphalt Mixtures PY - 2005/07//Technical Report SP - 144p AB - Hot mix asphalt (HMA) is a granular composite material stabilized by the presence of asphalt binder. The behavior of HMA is highly influenced by the microstructure distribution in terms of the different aggregate particles present in the mix, the directional distribution of aggregates, the distribution of voids, and the nucleation and propagation of cracks. Conventional continuum modeling of HMA lacks the ability to explicitly account for the effect of aggregate microstructure distribution features. This report presents the development of elastic and visco-plastic models that account for important aspects of the aggregate and microstructure distribution in modeling the macroscopic behavior of HMA. The objective of Project 0-1707 is to develop tools by which engineers can judge the impact of the aggregate on the performance of HMA based on simple and repeatable tests. Of greatest concern in Project 0-1707 is the ability of the HMA to resist permanent deformation or to rut, which leads to safety concerns, especially under wet surface conditions. In this report, the research team develops an approach is developed to introduce a length scale to the elasticity constitutive relationship in order to capture the influence of aggregate particle sizes on HMA response. A finite element (FE) analysis is used to analyze the microstructure response and predict the macroscopic properties of HMA. Each point in the microstructure is assigned effective local properties that are calculated using an analytical micromechanical model that captures the influence of the number of particles on the microscopic response of the HMA. The moving window technique and autocorrelation function are used to determine the microstructure characteristic length scales that are used in strain gradient elasticity. A number of asphalt mixes with different aggregate types and size distributions are analyzed. An elasto-visco-plastic continuum model is developed to predict HMA response and performance. The model incorporates a Drucker-Prager yield surface that is modified to capture the influence of stress path direction on the material response. Parameters that reflect the directional distribution of aggregates and damage density in the microstructure are included in the model. The elasto-visco-plastic model is converted into a numerical formulation and is implemented in FE analysis using a user-defined material subroutine (UMAT). A fully implicit algorithm in time-step control is used to enhance the efficiency of the FE analysis. The FE model used in this project simulates experimental data and pavement section. KW - Aggregate matrix KW - Aggregate shape KW - Aggregates KW - Asphalt mixtures KW - Bituminous binders KW - Continuum models KW - Elasticity (Mechanics) KW - Finite element method KW - Hot mix asphalt KW - Mechanistic design KW - Micromechanical models KW - Microstructure KW - Viscoplasticity UR - http://tti.tamu.edu/documents/0-1707-6.pdf UR - https://trid.trb.org/view/788221 ER - TY - RPRT AN - 01031667 AU - Sinha, Kumares C AU - Labi, Samuel A AU - Rodriguez, Marcela M AU - Tine, Gabriel AU - Dutta, Rucci AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Procedures for the Estimation of Pavement & Bridge Preservation Costs for Fiscal Planning and Programming PY - 2005/07//Final Report SP - 111p AB - Facility preservation generally refers to the set of activities that are carried out to keep a facility in usable condition until the next reconstruction activity. For fiscal planning and programming, it is necessary to know the expected costs of preservation projects and how long they would last. Such information, coupled with minimum standards and facility inventory data enable estimation of overall monetary needs for bridge and pavement preservation, and would assist Indiana Department of Transportation (INDOT) in undertaking appropriate programming and attendant financial planning over the long term. However, detailed engineering analyses are not possible every year because of the time and effort involved, therefore simple procedures to help estimate annual pavement and bridge preservation needs are useful for long-term fiscal planning. The study methodology consisted of first undertaking a full analysis based on engineering principles and detailed work in order to determine pavement and bridge needs for a period of time. Then simple procedures to estimate yearly pavement and bridge preservation costs were developed and the results were compared to the detailed engineering needs. Deterioration and cost models to establish engineering needs were developed using an array of statistical techniques including analysis of variance and regression analysis. Using the deterioration models, system inventory and minimum standards, the level of physical needs was determined for the entire pavement and bridge network over the analysis period. Finally, using the identified physical needs and developed cost models, the monetary needs were estimated. An age-based approach (that considers fixed time intervals instead of deterioration trends and minimum standards) was used for the bridge preservation needs. Based on the historical expenditure records and the amount of work performed in the past, simple regression models were developed to estimate future annual pavement and bridge preservation needs. The results obtained proved to be consistent with the engineering analysis. KW - Bridges KW - Costs KW - Deterioration KW - Engineering KW - Financial planning KW - Pavements KW - Preservation KW - Rehabilitation (Maintenance) KW - Service life UR - http://docs.lib.purdue.edu/jtrp/174/ UR - https://trid.trb.org/view/787515 ER - TY - RPRT AN - 01031664 AU - Banks, M Katherine AU - Schwab, A Paul AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Remediation and Stabilization of Soils Contaminated by Lead Resulting from the Removal of Paint from Bridges PY - 2005/07//Final Report SP - 25p AB - Lead (Pb)-based paints are commonly used for painting steel bridge structures. Soils in the immediate vicinity of older bridges have been contaminated with Pb as a result of normal weathering and peeling of the paint coupled with removal prior to repainting. The objectives of this project were to assess the extent of Pb contamination near highway bridges and to evaluate phytoremediation and immobilization as means of remediation. The authors examined soils in the vicinity of approximately 20 bridges in Indiana that had been repainted recently and were known to have been painted originally with Pb-based paint. They found only three bridges in which the extensive areas of soil were contaminated by Pb in concentrations greater than 400 mg/kg. Two of these sites were used for this project. In the field study, soluble phosphate was added to the soil and transformations of Pb were monitored using chemical extractants. Simultaneously, sunflowers were grown in the field to test the feasibility of phytoextraction for these conditions. Phosphate additions were effective in significantly reducing bioaccessible Pb, but the sunflowers were unable to remove Pb from the soils. A laboratory study using columns of contaminated soils demonstrated the very low mobility of Pb in soils. The recommendation from this study is that the immediate vicinity of recently painted bridges be tested for Pb in the soils. Elevated concentrations can be treated with soluble phosphate to reduce bioavailability of Pb. KW - Bioavailability KW - Field tests KW - Highway bridges KW - Indiana KW - Laboratory studies KW - Lead based paint KW - Lead contamination KW - Paint removal KW - Phosphates KW - Phytoextraction KW - Phytoremediation KW - Soil remediation KW - Soil stabilization KW - Weathering UR - http://docs.lib.purdue.edu/jtrp/181/ UR - https://trid.trb.org/view/787492 ER - TY - RPRT AN - 01029078 AU - Najm, Husam AU - Nassif, Hani AU - Gucunski, Nenad AU - Albhaisi, Suhail AU - Khoshkbari, Parham AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Seismic Analysis of Retaining Walls, Buried Structures, Embankments, and Integral Abutments PY - 2005/07//Final Report SP - 160p AB - This study evaluates the impact of the newly recommended seismic design guidelines from NCHRP 12-49 on seismic design of bridges in New Jersey. It also provides seismic design criteria and guidelines for integral abutments, retaining walls, embankments, and buried structures. The study provides an overall review of the recommended guidelines and compares them to the current AASHTO LRFD specifications. It provides recommendations on seismic hazard and performance objectives and soil site factors for New Jersey that incorporate design criteria from NCHRP 12-49 guidelines, AASHTO LRFD specifications, South Carolina seismic design criteria, and NYCDOT seismic design guidelines. The study also includes two design examples based on the NCHRP 12-49 guidelines and current AASHTO LRFD specifications. Research results showed that: (1) the MCE ground motion level adopted by NCHRP 12-49 which has a 2500-year return is acceptable for safety evaluation of 'critical bridges' in New Jersey, (2) a reduced (2/3 MCE) ground motion is acceptable for safety evaluation of 'non-critical' bridges; (3) soil-site factors have increased dramatically for soft soils subjected to small ground motions which will have an impact on seismic design in Southern Jersey, (4) the USGS National Seismic Hazard Maps adopted by NCHRP 12-49 for ground motion accelerations may not necessarily reflect the actual geological soil conditions and realistic hazard levels in New Jersey, (5) NCHRP 12-49 SDAP E (pushover analysis) is preferable for the seismic analysis and design of bridges in New Jersey, and (6) NCHRP 12-49 SDAP C is a relatively simplified design procedure for many bridges and should be used when applicable. Recommendations from this study include adoption of NCHRP 12-49 subject to the above conclusions. However, there is a need to: (1) predict extreme earthquake events for New Jersey and the Northeast United States, (2) prepare Seismic Hazard Maps for bridge design in New Jersey and re-evaluate NCHRP 12-49 soil-site factors proposed for New Jersey, and (3) quantify damage level by using structural capacity and demand. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Earthquake resistant design KW - Embankments KW - Guidelines KW - Integral abutments KW - National Cooperative Highway Research Program KW - New Jersey KW - Recommendations KW - Retaining walls KW - Seismicity KW - Soft soils KW - Underground structures UR - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2005-002.pdf UR - https://trid.trb.org/view/786322 ER - TY - RPRT AN - 01027362 AU - AZTEC AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Comparison of Reviewing Superelevation on Pavement Preservation Projects from Twelve States PY - 2005/07 SP - 12p AB - This report documents a survey of 12 states to evaluate their criteria related to correcting substandard superelevation on roadway curves. The objective is to provide guidance to the Arizona Department of Transportation in selecting roadway curves to modify using differential milling techniques. Differential milling offers a means to adjust superelevation during roadway resurfacing or maintenance projects. The twelve states surveyed are Nevada, New Mexico, Colorado, Wyoming, Utah, Montana, South Dakota, Washington, California, Idaho, Oregon, and North Dakota. KW - California KW - Colorado KW - Highway curves KW - Idaho KW - Milling KW - Montana KW - Nevada KW - New Mexico KW - North Dakota KW - Oregon KW - Pavement maintenance KW - South Dakota KW - States KW - Superelevation KW - Surveys KW - Utah KW - Washington (State) KW - Wyoming UR - http://apps.azdot.gov/ADOTLibrary/publications/QuickStudies/PDF/TRQS-01.pdf UR - https://trid.trb.org/view/784360 ER - TY - RPRT AN - 01025849 AU - Kim, Yong-Rak AU - Little, Dallas N AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Specification-Type Tests to Assess the Impact of Fine Aggregate and Mineral Filler on Fatigue Damage PY - 2005/07//Technical Report SP - 116p AB - This report presents a specification-type test method to characterize the impact of fine aggregate and material filler on the complex nature of fatigue behavior of asphalt mixtures. Dynamic mechanical tests using the dynamic mechanical analyzer (DMA) were performed for cylindrical sand asphalt samples made with pure binders, modified binders, and mastics to estimate viscoelastic characteristics and fatigue behavior. Test results were analyzed using viscoelastic theories and fatigue prediction models based on continuum damage mechanics. The mechanical effects of additives were investigated. In addition, researchers identified a reasonable definition of fatigue failure. This DMA protocol can also be used to investigate the impact of moisture on the cohesive strength and damage resistance of the matrix and/or the fine aggregate matrix. KW - Asphalt mixtures KW - Asphaltic sand KW - Binders KW - Classical field theory KW - Cohesive strength KW - Dynamic mechanical analyzer KW - Failure KW - Fatigue damage KW - Fine aggregates KW - Mastic asphalt KW - Matrix analysis KW - Mineral fillers KW - Moisture content KW - Test procedures KW - Viscoelasticity UR - https://trid.trb.org/view/782896 ER - TY - RPRT AN - 01025841 AU - Matthews, Ron AU - Baker, Rick AU - DeFries, Tim AU - Ezekoye, O A AU - Hall, Matt AU - Kishan, Sandeep AU - Lownes, Nick AU - Machemehl, Randy AU - Prozzi, Jolanda AU - Wheat, Harovel AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Diesel Emissions Testing, Performance Evaluation, and Operational Assessment; Project Extension to Examine an Ultra-Low Sulfur Diesel Fuel: TxLED PY - 2005/07//Technical Report SP - 92p AB - When the Texas Department of Transportation (TxDOT) began using an ultra-low sulfur diesel fuel, Texas Low Emission Diesel (TxLED), they commissioned a simultaneous study of the effectiveness of the use of TxLED by both the TxDOT fleet and their contractors, the Associated General Contractors (AGC). Because TxLED is similar to conventional diesel fuel, there were no health or safety issues that had to be addressed in this study. The results from the full load torque curve tests and the operator assessments, together with the properties of TxLED compared to those for 2D on-road diesel fuel, indicate that there should be no performance penalties associated with use of TxLED. It was also found that, as expected, TxLED does not separate into lighter and heavier components over time and does not pose corrosion problems. For all engines tested, TxLED provided a statistically significant benefit in nitrogen oxide (NOx) emissions compared to 2D on-road diesel fuel. With the exception of only one engine, the NOx emissions benefits from using TxLED were higher than the benefits claimed in Texas’ State Implementation Plan. Additionally, statistically significant benefits in particulate matter (PM) emissions were found for three of the six engines tested and small, but statistically significant, benefits in fuel consumption or fuel economy were found for three of the engines. Therefore, the cost-effectiveness of the NOx emissions reductions obtained with TxLED was the primary focus of this study. It is concluded that TxLED is a cost-effective strategy for reducing emissions from the TxDOT and AGC fleets. KW - Contractors KW - Cost effectiveness KW - Diesel engines KW - Diesel fuels KW - Exhaust gases KW - Fuel conservation KW - Fuel consumption KW - Low sulfur diesel fuels KW - Nitrogen oxides KW - Particulates KW - Texas Department of Transportation KW - Torque KW - Vehicle fleets UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4576_4.pdf UR - https://trid.trb.org/view/782700 ER - TY - RPRT AN - 01022656 AU - Hefer, Arno AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Materials, Specifications, and Construction Techniques for Heavy-Duty Flexible Bases: Literature Review and Status Report on Experimental Sections PY - 2005/07//Technical Report SP - 154p AB - For the majority of the Texas highways the granular base layer is the main structural component of the pavement system. Project 0-4358 was initiated to provide Texas Department of Transportation (TxDOT) guidelines to improve its base specifications in order to better withstand the demands of future traffic loads. This report provides the results of a literature search and a survey of the performance of experimental heavy-duty base pavements recently constructed in Texas. Base specifications and construction practices from eight United States (U.S.) Department of Transportations (DOTs) and two overseas countries were compared with TxDOT current and proposed specifications. Currently, TxDOT is the only agency that does not control the amount of fines (minus 200 fraction) in its bases. Research studies have indicated that high levels of minus 200 can severely impact both moisture susceptibility and cold weather performance. The newly proposed TxDOT specifications with limits on the fines content are in line with the practices of other agencies in similar climates. The results from three experimental sections on US-281, US-77 and FM-1810 provide several important observations about current base performance. The use of small amounts of stabilizer to upgrade marginal materials does not always guarantee a top-quality base. Better methods of selecting optimal stabilizer content are needed. Furthermore, the flexible bases with high fines content appear to have high initial field stiffnesses that decease rapidly with time. KW - Base course (Pavements) KW - Fines (Materials) KW - Flexible pavements KW - Granular bases KW - Literature reviews KW - Materials KW - Moisture susceptibility KW - Pavement performance KW - Research reports KW - Road construction KW - Soil stabilization KW - Specifications KW - Surveys KW - Texas KW - Traffic loads UR - https://trid.trb.org/view/777955 ER - TY - RPRT AN - 01019113 AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Iowa Miles of Rural Secondary Roads as of January 1, 2005 PY - 2005/07 SP - 105p AB - The Iowa Department of Transportation Office of Transportation Data, in cooperation with the Federal Highway Administration, is responsible for preparing this secondary road report. The report provides federal, state, local agencies and the general public with statistical information on the secondary road system. Information for this report is derived from data reported by each of the 99 Iowa County Engineers. Their reports of construction which may change the road surface, length, and functional classification are current as of January 1, 2005. The report contains three major sections: State Totals in Miles by Type of Surface, Statistical Summary, and County Statistical Summaries. A Five Year Summary of the Secondary Road System in Iowa is also included. A PDF version of this report is also available at www.iowadotmaps.com/secmiles. There have been several changes to the format for this year's data. This report has been reorganized so that the state and county data is now presented on individual pages summarizing the statistical data for the state and for each county. Each page has three sections: the summary of all rural miles for the county, the summary of Farm-to-Market miles for the county and the summary of Area Service miles for the county. KW - Area service roads KW - Counties KW - Farm to market roads KW - Functional classification KW - Iowa KW - Miles KW - Pavement conditions KW - Road condition KW - Road construction KW - Rural highways KW - Secondary roads KW - States KW - Statistics KW - Surface course (Pavements) KW - Surface types (Pavements) UR - https://trid.trb.org/view/775694 ER - TY - RPRT AN - 01019050 AU - Scott, Ernie AU - Inter-Mountain Laboratories, Incorporated AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Infrasonic Monitoring of Avalanche on Teton Pass PY - 2005/07//Final Report SP - 52p AB - Avalanches near Teton Pass impact Wyoming Highway 22 which is one of the most heavily used highways in Wyoming due to commuter traffic necessary to support service industries in Jackson Hole, tourist traffic, and winter recreational use traffic. Closure of WY 22 therefore has a significant impact on the local economy. It is believed that the early identification of natural and control triggered avalanches, in near real time, when winter conditions prevent observation can provide a minimized response time, added traveler safety, and valuable information for planning future snow control activities. It has been shown that avalanches generate sub-audible acoustic signals within the infrasound frequency spectrum (1-4 Hz), providing a scientific basis for developing an automated avalanche monitoring system. The objective of this study was to develop, operate, and maintain an easy to use infrasound monitoring system that can reliably and automatically identify Teton Pass avalanche activity in near real time, from a remote location miles away. The research and development of an operational monitoring system took place over two winter seasons: 2003/2004 and 2004/2005. The system consisted of arrays of remotely powered infrasound sensors deployed near known slide paths, a central processing unit (CPU) in the local Wyoming Department of Transportation (WYDOT) office, custom software, and telecommunications equipment to transfer data from the sensor arrays to the CPU. The completed operational system demonstrated these desired performance characteristics: 1) identification of natural events, 2) identification of control activity triggered events, 3) minimal false identifications, 4) excellent reliability and system availability, 5) time response less than 2 minutes, 6) identification of various magnitude events, and 7) verification of ordinance detonation and non detonation. Further development of the CPU user interface is continuing through a National Science Foundation (NSF) grant. The resulting software will allow for more flexibility in viewing results, investigating events, and system configuration. The system near Teton Pass will be used for further development in the NSF project and the improved user interface will become part of the WYDOT system. KW - Avalanches KW - Central processing units (Computers) KW - Control triggered avalanches KW - Detonation KW - Economic impacts KW - Highway safety KW - Highway traffic KW - Infrasound KW - Jackson Hole (Wyoming) KW - Monitoring KW - Natural avalanches KW - Recreation KW - Reliability KW - Road closures KW - Sensors KW - Snow KW - Snow and ice control KW - Software KW - Telecommunications KW - Teton Pass KW - Tourists KW - Winter UR - https://trid.trb.org/view/771786 ER - TY - RPRT AN - 01015058 AU - Knott, Diana AU - Martinelli, David AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Communication Strategies for State Transportation Research Programs (4 Volumes); Volume I: Why Worry About Communication?; Volume II: Internal ODOT Constituent Surveys; Volume III: External ODOT Constituent Surveys; Volume IV: Other External ODOT Constituent Surveys PY - 2005/07//Final Report SP - v.p. AB - Transportation research is often "open ended" and difficult to measure, in that its beneficiaries may not know how they have been served by research activities and results. This research project sought to 1) obtain feedback from Ohio Department of Transportation (ODOT) constituents, 2) develop a strategic communication plan that supports ODOT's overall mission and goals, keeping in mind research office resources, and 3) develop a communication template that other DOTs could model or use. To accomplish these objectives, existing knowledge, attitudes, and behaviors regarding ODOT's research office were obtained through a number of surveys. Those surveyed included the Ohio general public, internal DOT constituents (technical liaisons, administrators and directors, district deputy directors, district research contacts, FHWA regional center directors) and external DOT constituents (consultants, contractors, transportation committee legislators, and college civil engineering department heads). In addition, a nationwide survey of DOT research office directors was conducted to determine the constituents with whom their offices communicate and the means by which they do so. Common areas of interest among constituents were identified, from which key research office messages were proposed, so they might be included in research office correspondence and publicity. Constituents' preferred methods of obtaining research office information also was explored. The study found that most research office directors believe they communicate well internally but do not communicate effectively to external audiences. It was found that part of this problem could lie in the underutilization of communication office personnel, who have the training and contacts to spread the word about transportation research. KW - Communication KW - Publicity KW - Research KW - State departments of transportation KW - Strategic planning KW - Surveys UR - https://trid.trb.org/view/771499 ER - TY - RPRT AN - 01015042 AU - Mokwa, Robert L AU - Peebles, Cole S AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Engineering Characteristics of RAP/Aggregate Blends PY - 2005/07//Final Report SP - 100p AB - This report describes results from a research program that was structured to evaluate the suitability of using reclaimed and recycled asphalt pavement (RAP) as an additive to crushed angular aggregate or pit run granular soils. Research and testing were conducted to evaluate the suitability of RAP blends in terms of significant changes observed in relatively easily measured and quantifiable properties. The laboratory testing program consisted of grain size analyses, specific gravity tests, modified Proctor compaction tests, relative density tests, Los Angeles abrasion tests, direct shear tests, permeability tests, R-value tests, and x-ray CT scans. Based on this study, it is concluded that the outlook for the continued implementation of RAP as an additive to granular base and subbase materials for use in highway construction looks promising. Results from the extensive suite of laboratory tests indicate that blending asphalt millings with granular cohesionless material like crushed aggregate or pit run cohesionless soil results in only minor changes to the engineering properties of the virgin material. This report describes the laboratory testing program and discusses the results in terms of the suitability of integrating recycled materials (RAP/aggregate blends) into asphalt pavement sections. KW - Abrasion tests KW - Asphalt pavements KW - Base course (Pavements) KW - Compaction KW - Crushed aggregates KW - Density KW - Grain size (Geology) KW - Granular soils KW - Laboratory tests KW - Permeability KW - Recycled asphalt pavements KW - Recycling KW - Shear tests KW - Specific gravity KW - Subbase materials UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/rap_aggregate/final_report.pdf UR - http://ntl.bts.gov/lib/45000/45800/45835/final_report57.pdf UR - https://trid.trb.org/view/768722 ER - TY - RPRT AN - 01018658 AU - Cai, C S AU - Voyiadjis, George Z AU - Shi, Xiaomin AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Determination of Interaction between Bridge Concrete Approach Slab and Embankment Settlement PY - 2005/07//Final Report SP - 150p AB - The main objective of this research is to correlate the deformation and internal force of the approach slab with the approach embankment settlements and the approach slab parameters such as length and thickness. Finite element analysis was carried out in the present study. This correlation will be used to evaluate the effectiveness of approach slabs and develop guidelines for their structural design. This information will also help determine when settlement controls are necessary. While flat approach slabs may be used for some short span applications, longer span lengths would require very thick slabs. In such cases, ribbed approach slabs (similar to slab-on-beam bridge decks) are proposed in the present study because they provide advantages over the flat slabs. Based on finite element analysis, internal forces and deformations of ribbed slabs were predicted and their designs were conducted. In addition, special studies on a few issues that were not included in the original scope of work were conducted. These special studies including investigating (1) the skew angle effects and the applicability of the developed methodology for right approach slabs to skewed approach slabs; (2) the failure mode/mechanism of the approach slab end and the abutment connection; (3) the applicability of the developed methodology to American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) highway loads; and (4) rating of the developed approach slabs in terms of special trucks. KW - Bridge abutments KW - Bridge approaches KW - Bridge decks KW - Bridge foundations KW - Concrete bridges KW - Deformation KW - Embankment foundations KW - Finite element method KW - Settlement (Structures) KW - Slabs KW - Structural design UR - http://www.ltrc.lsu.edu/pdf/2005/fr_403.pdf UR - https://trid.trb.org/view/771629 ER - TY - RPRT AN - 01015103 AU - Moody, Michael AU - Hackbart, Merl AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - The Impact of State Road Fund Debt Limits: An Empirical Analysis PY - 2005/07//Final Report SP - 48p AB - States have been gradually increasing their reliance on debt financing to meet their transportation funding needs. Increased reliance on debt financing has been driven by the slow growth of highway and Road Fund revenue sources, resistance to tax expenditures, and restrictions placed on the use of General Fund revenue, in many states, for transportation projects. In light of the states’ increasing reliance on debt financing for transportation, state officials and policy makers have shown greater interest in debt management practices. One dominant practice across the states is the use of debt limitations. Debt limit policies vary widely from state to state. There are differences in the origin, scope, and coverage of state debt policies. The present study is an extension of the research originally done by the University of Kentucky Transportation Center exploring the debt limits and debt capacity using the Road Fund. The original study yielded an unexpected result related to the level of debt service to total revenue. States with debt limitation polices had, on average, higher ratios of debt service to total revenue than states without debt limitation policies. This study presents two statistical tests that confirm the previous graphical result from the original study. Using a simple t-test, the group of states with a Road Fund debt limit had a ratio of debt service to revenue that was, on average, 7.4% higher than the group of states without a Road Fund debt limit. Using multivariate regression analysis, states with a Road Fund debt limit had ratios of Road Fund debt service to Road Fund revenue that were 9.6% higher than states without Road Fund debt limits. KW - Debt KW - Financing KW - Highways KW - Multivariate analysis KW - Policy KW - Regression analysis KW - Revenues KW - Road funds KW - States KW - Statistical analysis KW - T test UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_17_TA5_04_2F.pdf UR - https://trid.trb.org/view/771625 ER - TY - RPRT AN - 01013373 AU - Wen, Haifang AU - Titi, Hani AU - Bloom Consultants, LLC AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Guidelines for the Surface Preparation/Rehabilitation of Existing Concrete and Asphaltic Pavements Prior to an Asphaltic Concrete Overlay PY - 2005/07//Final Report SP - 110p AB - A large percentage of the asphaltic paving projects performed in Wisconsin are asphaltic overlays of existing concrete or asphaltic pavements. Due to varying performance of overlay, a standard set of guidelines is needed to determine the amount of surface preparation which provides a consistency along with more accurate and stable project budgets for this type of work. Literature review of Wisconsin Department of Transportation (WisDOT) and national practices of pre-overlay repair of existing concrete and asphaltic pavements was conducted. Previous asphalt overlay projects were reviewed and overlay performance was analyzed. In addition, three overlay projects during 2004 construction season were studied in the field. For asphalt overlay of existing concrete pavements, it was found that overlays with doweled concrete base patching performed best, followed by non-doweled concrete base patching and then asphaltic base patching. Partial depth repair is needed to fix the medium severity transverse cracks and longitudinal/transverse distressed joints in existing concrete pavement. A minimum of 3 in., practically 3 1/2 in., overlay thickness was found to be able to mitigate reflective cracking in overlay. All high-severity joints/cracks/patches should be repaired. The current International Roughness Index (IRI) in overlay was highly correlated with initial IRI of overlay, indicating the importance of profile index. The roughness prediction model used in the NCHRP 1-37A 2002 design guide was calibrated with locally available data. For asphalt overlay of existing asphalt pavements, block cracking in existing asphalt pavement does not adversely affect the overlay when milling is used. Existing asphalt pavement with extensive alligator cracking should be pulverized to prevent the reflection of underlying alligator cracking. Milling the existing asphalt pavement can not eliminate the reflection of transverse cracking in existing asphalt pavement. The ratio of overlay thickness to milling depth should be kept a minimum of 3 to prevent longitudinal cracking from re-occurring in overlay. A set of guidelines was developed to be included in the Facility Development Manual and Construction and Material Manual. KW - Alligator cracking KW - Asphalt pavements KW - Bituminous overlays KW - Comminution KW - Concrete pavements KW - Field studies KW - Guidelines KW - International Roughness Index KW - Literature reviews KW - Milling KW - Overlays (Pavements) KW - Partial depth repair KW - Patching KW - Reflection cracking KW - Rehabilitation (Maintenance) KW - Surface preparation KW - Thickness KW - Transverse cracking UR - http://minds.wisconsin.edu/bitstream/handle/1793/53460/04-05%2520WHRP%252005-10%2520Surface%2520Preparation%2520Final%2520Report.pdf UR - http://minds.wisconsin.edu/bitstream/handle/1793/53460/ADDENDUM.doc UR - http://wisdotresearch.wi.gov/wp-content/uploads/04-05surfaceprep-f.pdf UR - https://trid.trb.org/view/767947 ER - TY - RPRT AN - 01011177 AU - Feldblum, Eric G AU - Connecticut Department of Transportation AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Alternative Merge Sign at Signalized Intersections PY - 2005/07//Final Report SP - 65p AB - A research study was performed to develop, field test and evaluate a trial merge warning sign to be used for merging at some signalized intersections. At the present time, the "Lane Ends" sign (W4-2) is commonly used in the United States to alert drivers that a merge ahead is required. One location where this sign is used is after signalized intersections where an additional through-lane ends. To encourage an alternating merge pattern, a trial sign was developed and field tested at two intersections in Connecticut. Merging patterns were monitored via video cameras before and after the sign was installed. An evaluation was completed to determine the effectiveness of this experimental sign, in accordance with Section 1A.10 of the Manual on Uniform Traffic Control Devices (MUTCD) 2000. The experimental merge sign was successful in improving the traffic flow and safety of the merges. After placement of this sign, the number of desirable merges, with no visible change in speed from any of the merging vehicles, increased by 10%. The number of undesirable merges, with excessive visible change in speed, decreased by 4%. KW - Before and after studies KW - Field tests KW - Lane drops KW - Manual on Uniform Traffic Control Devices KW - Merging traffic KW - Signalized intersections KW - Speed KW - Traffic flow KW - Traffic safety KW - Warning signs UR - http://docs.trb.org/01011177.pdf UR - https://trid.trb.org/view/767782 ER - TY - RPRT AN - 01011113 AU - McLean, David I AU - Shattarat, Nasim K AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Seismic Behavior and Retrofit of Bridge Knee Joint Systems PY - 2005/07//Research Report SP - 82p AB - Experimental tests were conducted on seven 1/3-scale specimens to define the vulnerabilities of existing outrigger bents under in-plane and out-of-plane seismic loading and to develop appropriate retrofit measures that address the identified vulnerabilities. The specimens represented bents with short and long outrigger beams in the SR-99 Spokane Street Overcrossing in western Washington State. The as-built specimens failed at low ductility levels due to shear distress, low torsional strength of the beam, and reinforcement bond failures within the joint. Circular and D-shaped steel jackets were used to retrofit the regular and split as-built specimens, respectively. The retrofitted specimens developed plastic hinging in the column, with enhanced strength, energy and ductility capacities. Threshold principal tension stress values describing the expected condition of the joints were established and compared to values obtained by other researchers. Design and detailing guidelines for retrofitting outrigger bents were proposed. The guidelines include equations for the jacket thickness required to form a stable force transfer mechanism between the beam and the column reinforcement as well as to prevent joint failure. KW - Beams KW - Bents KW - Bond strength (Materials) KW - Bridges KW - Ductility KW - Earthquake resistant design KW - Equations KW - Guidelines KW - Jacketing (Strengthening) KW - Joints (Engineering) KW - Load transfer KW - Retrofitting KW - Shear stress KW - Spokane (Washington) KW - Steel KW - Tension KW - Thickness KW - Torsional strength UR - http://www.wsdot.wa.gov/research/reports/fullreports/601.1.pdf UR - https://trid.trb.org/view/767324 ER - TY - RPRT AN - 01011111 AU - Carlson, Daniel L AU - Hill, Zack AU - Simmons, Jill AU - Atchison, Alex AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - WSDOT's Role in Transportation Demand Management: Strategic Interest, Structure, and Responsibilities PY - 2005/07//Final Research Report SP - 51p AB - The Washington State Department of Transportation (WSDOT) has posed several questions about its role in transportation demand management (TDM), including how it defines TDM, what its strategic interest in TDM is, how TDM relates to its transportation goals, what responsibilities it should assume, and how it ought to structure itself to implement TDM. WSDOT hired a research team at the University of Washington Evans School of Public Affairs to answer these questions, describing the current TDM environment, interviewing key stakeholders, and recommending approaches in each area. The research team found that TDM measures can enable the movement of more people and goods over existing and future state roads at far less capital, political, and environmental cost than construction of new highways. Among its recommendations are that WSDOT should do the following: (1) Call out TDM as an explicit framework for managing and increasing the person throughput of the existing state transportation system. (2) Take the lead in developing a TDM "brand," which will serve as a universal identifier for TDM campaigns at the local, regional, and state levels. (3) Set targets for the number of people--not vehicles--moving through key corridors during peak periods and targets for the number of people choosing to not drive alone in key corridors during peak periods. (4) Develop TDM Priority Areas where state transportation investments are linked to local transit-efficient land uses. KW - Investments KW - Land use KW - Leadership KW - Peak periods KW - Public transit KW - Strategic planning KW - Throughput KW - Travel demand management KW - Washington (State) KW - Washington State Department of Transportation UR - http://www.wsdot.wa.gov/research/reports/fullreports/616.1.pdf UR - https://trid.trb.org/view/767345 ER - TY - RPRT AN - 01011110 AU - Senn, Larry AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Summary Report: Washington State Road Weather Information Systems PY - 2005/07//Final Report SP - 27p AB - The Washington State Department of Transportation (WSDOT) has deployed advanced weather systems and products to support maintenance operations and to provide public information. The expanded system has tremendously improved the availability and quality of weather information for WSDOT crews and the traveling public. Use of current and forecast weather information has increased from nearly non-existent to an actively used, Department-wide resource. This summary report overviews the various efforts, products, and reports generated since the beginning of the road weather project. KW - Driver information systems KW - Road weather information systems KW - Washington (State) KW - Weather forecasting KW - Winter maintenance UR - http://www.wsdot.wa.gov/research/reports/fullreports/624.1.pdf UR - https://trid.trb.org/view/767435 ER - TY - RPRT AN - 01011106 AU - Kopf, Jaime M AU - Nee, Jennifer AU - Ishimaru, John M AU - Hallenbeck, Mark E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Measurement of Recurring and Non-Recurring Congestion: Phase 2 PY - 2005/07//Final Research Report SP - 64p AB - In 2003, the Washington State Department of Transportation (WSDOT) initiated a research effort to develop and test a methodology for estimating congestion delay on Seattle area freeways. The initial phase of the research developed a preliminary methodology for both measuring congestion and assigning that congestion to specific lane blocking incidents. In Phase 2 of this study, that methodology was automated and extended to include an examination of the effects of incidents occurring on the shoulders of the freeway, spillback from incident-caused congestion on one freeway that affects a second freeway that feeds traffic onto the initially congested facility, special events, and weather. Because funding for this effort was extremely limited, only three corridors (with both directions analyzed independently) and two months of data were analyzed. The project found that the Phase 1 methodology works well in assigning traffic congestion that occurs in the immediate time frame and geographic location of incidents to those incidents. It also showed that this process can be automated, making the data preparation effort now the primary determinant of the cost of additional work of this kind. Unfortunately, even with the addition of shoulder incidents, special events, and weather to lane blocking events, the automated process is unable to assign a significant proportion of the non-recurring delay occurring on Seattle freeways. The detailed analysis of freeway performance showed that much of the delay caused by specific incidents occurs in places or at times removed from the incident itself. The result is that much of the observed non-recurring delay can not be assigned to specific causes by the current analytical process. New analytical procedures will need to be developed in Phase 3 of this work. The Phase 2 analysis also confirmed that the congestion effects of specific incidents and other traffic disruptions are highly dependent on the background traffic conditions at the time of the disruption. While the Phase 2 analysis did not produce all of the results desired, the additional analyses showed that the summary statistics output from the Phase 2 software are useful as input to other analytical procedures. KW - Freeways KW - Nonrecurring KW - Performance KW - Recurring KW - Seattle (Washington) KW - Special events KW - Traffic congestion KW - Traffic delays KW - Traffic incidents KW - Weather UR - http://www.wsdot.wa.gov/research/reports/fullreports/619.1.pdf UR - https://trid.trb.org/view/767347 ER - TY - RPRT AN - 01011101 AU - McCormack, Edward AU - Hallenbeck, Mark E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Options for Benchmarking Performance Improvements Achieved from Construction of Freight Mobility Projects PY - 2005/07//Final Research Report SP - 111p AB - This report documents the development of data collection methodologies that can be used to cost effectively measure truck movements along specific roadway corridors selected by transportation agencies in Washington State. The intent of this study was to design and test methodologies that could be used to measure the performance of freight mobility roadway improvement projects against benchmarks, or selected standards, that would be used both as part of the project selection process and to report on speed and volume improvements that resulted from completed freight mobility projects. One technology tested was Commercial Vehicle Information System and Networks (CVISN) electronic truck transponders, which are mounted on the windshields of approximately 20,000 trucks in Washington. By using software to link the transponder reads from sites anywhere in the state, the transponder-equipped trucks could become a travel-time probe fleet. The second technology tested involved global positioning systems (GPS) placed in volunteer trucks to collect specific truck movement data at 5-second intervals. With GPS data it was possible to understand when and where the monitored trucks experienced congestion and to generate useful performance statistics. The study found that both data collection technologies could be useful; however, the key to both technologies is whether enough instrumented vehicles pass over the roadways for which data are required. The basic condition affects whether the technologies will be effective at collecting the data required for any given benchmark project. The report also recommends the traffic data that should be collected for a benchmark program and the potential costs of using either data collection technology. KW - Costs KW - CVISN (Program) KW - Data collection KW - Freight transportation KW - Global Positioning System KW - Highways KW - Improvements KW - Methodology KW - Probe vehicles KW - Traffic congestion KW - Traffic data KW - Transponders KW - Trucks UR - http://www.wsdot.wa.gov/research/reports/fullreports/607.1.pdf UR - https://trid.trb.org/view/767325 ER - TY - RPRT AN - 01007184 AU - Council, Forrest AU - Zaloshnja, Eduard AU - Miller, Ted AU - Persaud, Bhagwant N AU - Federal Highway Administration TI - Crash Cost Estimates by Maximum Police-Reported Injury Severity Within Selected Crash Geometries PY - 2005/07 SP - 75p AB - This paper presents estimates for the economic (human capital) and comprehensive costs per crash for six KABCO groupings within 22 selected crash types and within two speed limit categories [<=72 km/h (<=45 mph) and >=80 km/h (>=50 mph)]. The comprehensive costs include nonmonetary losses. To produce these cost estimates, previously developed costs per victim keyed on the Abbreviated Injury Scale (AIS) were merged into U.S. traffic crash data files that scored injuries in both AIS and KABCO scales to produce per crash estimates. The detailed estimates of this study make it possible to include crash severity comparisons in the analysis of different types of crashes by attaching costs to them, and to do so in 2001 dollars. [The KABCO severity scale (National Safety Council, 1990) is used by the investigating police officer on the scene to classify injury severity for occupants with five categories: K, killed; A, disabling injury; B, evident injury; C, possible injury; O, no apparent injury. These definitions may vary slightly for different police agencies.] KW - Abbreviated Injury Scale KW - Cost estimating KW - Crash severity KW - Crash types KW - Injury severity KW - Speed limits KW - Traffic crashes UR - http://www.fhwa.dot.gov/publications/research/safety/05051/ UR - http://www.fhwa.dot.gov/publications/research/safety/05051/05051.pdf UR - http://ntl.bts.gov/lib/42000/42200/42243/FHWA-HRT-05-051.pdf UR - https://trid.trb.org/view/763634 ER - TY - JOUR AN - 01010541 JO - Public Roads PB - Federal Highway Administration AU - Ferragut, Theodore R AU - Harrington, Dale AU - Brink, Marcia TI - Achieving Concrete's Full Potential PY - 2005/07 VL - 69 IS - 1 SP - pp 66-72 AB - The Federal Highway Administration, Iowa State University and other partners have collaborated to create the Long-Term Plan for Concrete Pavement Research and Technology. Dubbed the CP Road Map, the plan represents a comprehensive and strategic approach to concrete pavement research that will guide investment over the next several years and spawn a new generation of concrete pavements. This article describes the development and goals of the CP Road Map. Twelve product-focused research tracks were identified that form the long-term research plan. A management plan also was developed that outlines a progressive, cooperative approach to managing and conducting research in these tracks. KW - Concrete KW - Concrete pavements KW - Cooperation KW - Iowa State University KW - Long range planning KW - Pavement design KW - Product development KW - Research management KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/10.cfm UR - https://trid.trb.org/view/763658 ER - TY - JOUR AN - 01010538 JO - Public Roads PB - Federal Highway Administration AU - Jaramilla, Becky AU - Huo, Sharon TI - Looking to Load and Resistance Factor Rating PY - 2005/07 VL - 69 IS - 1 SP - pp 58-65 AB - This article provides an overview of the load and resistance factor rating (LRFR) method and the load and resistance factor design (LRFD) method for highway bridges. As states adopt LRFD for bridge design, they are recognizing the need for a methodology such as LRFR for rating the load carrying capacity of existing bridges. Although bridge design and load rating are similar in overall approach, they differ in one crucial aspect: engineers contend with greater uncertainty in the amount of loading the structure will experience over its service life in bridge design, while they face uncertainty in the amount of structural resistance with load rating for an in-service structure. Although several states have either fully or partially adopted LRFD as their primary design method for bridges, few have adopted LRFR as their primary method for load rating. Since the methodology of LRFR is synonymous with LRFD, advancing the implementation of the latter will help with the eventual adoption of the former. KW - Bridge design KW - Bridge engineering KW - Highway bridges KW - In-service evaluation KW - Load and resistance factor design KW - Load factor KW - Methodology KW - Resistance (Mechanics) UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/09.cfm UR - https://trid.trb.org/view/763657 ER - TY - JOUR AN - 01010497 JO - Public Roads PB - Federal Highway Administration AU - Grove, Jim AU - Anderson-Wilk, Mark AU - Brink, Marcia L TI - Multistate Endeavor to Address Premature Pavement Distress PY - 2005/07 VL - 69 IS - 1 SP - pp 52-57 AB - As part of a study called Material and Construction Optimization for Prevention of Premature Pavement Distress in PCC Pavements (MCO Project), researchers are evaluating conventional and new technologies to help state departments of transportation prevent premature distress in concrete pavements. This article provides an overview of the MCO Project. The 5-year pooled fund study was launched in 2003 by the Federal Highway Administration, Iowa State University and other partners. The study consists of three phases. In Phase I, now complete, researchers collected data, developed testing procedures and implemented pilot projects. In Phase 2, currently underway, researchers are further developing the test procedures and conducting field demonstration projects. Phase 2 is expected to being in 2006, when researchers will focus on technology transfer and helping states implement successful testing programs. A mobile concrete lab has been an important component in the MCO project for facilitating field testing. KW - Concrete tests KW - Demonstration projects KW - Field tests KW - Iowa State University KW - Laboratories KW - Pavement distress KW - Pilot studies KW - Pooled funds KW - Prestressed concrete pavements KW - Research projects KW - Technological innovations KW - Technology transfer KW - Test procedures KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/08.cfm UR - https://trid.trb.org/view/763654 ER - TY - JOUR AN - 01010530 JO - Public Roads PB - Federal Highway Administration AU - Palacios, Antonio TI - Trans-Texas Corridor PY - 2005/07 VL - 69 IS - 1 SP - pp 44-51 AB - This article describes the proposed Trans-Texas Corridor, a 4,000-mile long, multiuse transportation system. The proposed system will be a network of transportation corridors incorporating separate lanes for passenger vehicles and trucks, rail lines for high-speed passenger and freight rail, and a dedicated utility zone. Components in the system may incorporate existing and new highways, railways and utility rights-of-way. The Trans-Texas Corridor will extend from Mexico to the Oklahoma border and will take 50 years to be developed. The goal is to improve the existing transportation network in Texas and relieve traffic congestion for the state's busy metropolitan areas. Much of the corridor will be financed through public-private partnerships. The project is being developed using a tiered environmental impact statement process, which streamlines documentation for extraordinarily large projects. KW - Case studies KW - Environmental impact statements KW - Financing KW - Freight transportation KW - High speed rail KW - Highway transportation KW - Networks KW - Passenger transportation KW - Public private partnerships KW - Railroad transportation KW - Right of way (Land) KW - Texas KW - Trans Texas Corridor KW - Transportation corridors KW - Transportation planning UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/07.cfm UR - https://trid.trb.org/view/763651 ER - TY - JOUR AN - 01010498 JO - Public Roads PB - Federal Highway Administration AU - Rao, Shreenath TI - Where the Dowel Bars Are PY - 2005/07 VL - 69 IS - 1 SP - pp 38-43 AB - Although misaligned or misplaced dowel bars can adversely affect the performance of concrete pavements, engineers have had few practical options for verifying the position and orientation of dowel bars. This article describes a new state-of-the-art, nondestructive testing device known as MIT Scan-2 that offers a faster, easier and more accurate means for measuring the three-dimensional position of dowel bars embedded in concrete. The MIT Scan-2 system consists of a sensor unit, an onboard computer that controls the testing process and records data, and a special plastic rail system that guides the unit along the joint to be scanned. During testing, the device emits a weak, pulsating magnetic signal and detects a transient magnetic response signal induced in the metal dowel bars. Employing the methods of tomography, the user is able to determine the position of a bar by taking a cross section mathematically to obtain useful information such as the bar's orientation in the vertical and horizontal planes. Field tests using the MIT Scan-2 system have shown that many in-service pavements may contain at least a few bars that do not satisfy the current specification requirements, even on well-performing pavements with no signs of distress. The MIT Scan-2 system was also used successfully to study the relative effectiveness of using dowel baskets versus dowel bar inserter systems during construction. KW - Dowels (Fasteners) KW - Field tests KW - MIT Scan-2 system KW - Nondestructive tests KW - Pavement joints KW - Pavement performance KW - Paving KW - Positioning KW - Quality assurance KW - Reinforced concrete pavements KW - Reinforcing bars KW - Sensors KW - Testing equipment KW - Tomography UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/06.cfm UR - https://trid.trb.org/view/763638 ER - TY - JOUR AN - 01010481 JO - Public Roads PB - Federal Highway Administration AU - Baxter, John AU - Halladay, Michael L AU - Alicandri, Elizabeth TI - Safety Scans: A Successful Two-Way Street PY - 2005/07 VL - 69 IS - 1 SP - pp 31-37 AB - The United States often benefits from technology and information exchanges with experts from around the world. This article discusses some of these collaborative efforts and the lessons learned from them that can be applied to transportation safety in the United States. One method for information exchange is the International Technology Scanning Program, funded by the Federal Highway Administration and the American Association of State Highway and Transportation Officials. Scan tours visit best-in-class countries to explore and evaluate innovative technologies and practices that could significantly benefit U.S. highway transportation systems. Another avenue for learning from the best-in-class is through the involvement of U.S. transportation professionals in the road safety technical committee of the World Road Association. Five lessons learned from the scans and World Road Association activities are highlighted in the paper. First, a top-down commitment by a country's leaders is essential to making a difference in reducing fatalities. The second lesson from the international community is the value of a "safety systems" approach, which involves identifying causal factors of crashes so that specific strategies can be implemented in response. The third lesson is the importance of a collaborative process that reaches out to all agencies. Fourth, highway safety strategies should be based on a business approach, which supports strategies that are data-driven and results-oriented. Finally, there are many new and innovative concepts, such as a systematic road assessment program and a self-organizing roadway, that offer opportunities for broader application in the United States. For each of these lessons, examples are given to show how they are being applied in the United Sates and internationally. KW - American Association of State Highway and Transportation Officials KW - Best practices KW - Case studies KW - Committees KW - Cooperation KW - Highway safety KW - International relations KW - International Technology Scanning Program KW - Lessons learned KW - Study tours KW - Technology transfer KW - Transportation safety KW - U.S. Federal Highway Administration KW - United States KW - World Road Association UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/05.cfm UR - https://trid.trb.org/view/763621 ER - TY - JOUR AN - 01010537 JO - Public Roads PB - Federal Highway Administration AU - Berman, Daniel TI - Motivating Teens to Buckle Up PY - 2005/07 VL - 69 IS - 1 SP - pp 26-30 AB - This article describes a survey that was conducted to develop baseline information about seatbelt use among teens in Rhode Island. The Rhode Island Department of Transportation and the Federal Highway Administration collaborated to conduct the survey among high school and college students in Rhode Island. More than 15,000 paper surveys and 3,000 electronic surveys were completed and returned. To verify the results, researchers conducted observational studies in parking lots at 13 high schools and the University of Rhode Island. The findings indicated that 69.5% of Rhode Island high school students wear seatbelts, factoring in full- and part-time users. When asked if they are more likely, less likely or just as likely to wear a seatbelt when riding with friends compared to driving alone, 67.6% reported that they are just as likely to buckle up. Only 11.9% said that they would be less likely. The number one reason given for seatbelt nonuse was traveling a short distance. Knowing someone in a crash and fear of getting a ticket were the top motivators for increasing seatbelt use. Although 90% of college students reported wearing seat belts, the actual average observational usage rate was only 70.5%. The results from this survey can be used to design and test initiatives to promote seatbelt use among teens. Two pilot programs aimed at high school students are described. KW - College students KW - Empirical methods KW - High school students KW - Rhode Island KW - Seat belts KW - Surveys KW - Teenage drivers KW - Traffic safety education UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/04.cfm UR - https://trid.trb.org/view/763620 ER - TY - JOUR AN - 01010483 JO - Public Roads PB - Federal Highway Administration AU - Taylor, Harry W TI - Preventing Roadway Departures PY - 2005/07 VL - 69 IS - 1 SP - pp 18-25 AB - Almost 60% of the highway accident fatalities in the U.S. in 2003 occurred in accidents where vehicles left their lanes or ran off the road and crashed. To keep the driver on the road or to minimize the consequences of leaving the road, the vehicle and roadside must be designed to work together to protect vehicle occupants and pedestrians from harm. This article discusses some of the strategies and countermeasures that show demonstrated benefits or great promise in reducing roadway departures. The countermeasures include: signage and markings; rumble strips and stripes; median cable barriers; pavement safety edges; road widening; and raised median islands. Examples are given to describe how state departments of transportation are implementing or exploring each countermeasure. KW - Case studies KW - Countermeasures KW - Highway design KW - Highway safety KW - Median barriers KW - Pavement edge KW - Pavement widening KW - Ran off road crashes KW - Road markings KW - Rumble strips KW - State departments of transportation KW - Traffic islands KW - Traffic signs UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/03.cfm UR - https://trid.trb.org/view/763607 ER - TY - JOUR AN - 01010531 JO - Public Roads PB - Federal Highway Administration AU - Do, Ann H AU - Hummer, Joseph E AU - Toole, Jennifer L AU - Rouphail, Nagui M TI - Making Trails PY - 2005/07 VL - 69 IS - 1 SP - pp 12-17 AB - Shared-use paths, defined as paved offstreet facilities for nonmotorized traffic, attract a large variety of users with purposes ranging from commuting to recreation. This article describes an effort to develop guidelines and a simple tool to help trail managers and planners optimize their designs for shared-use paths. The research involved four primary efforts. The first task was to develop theoretical equations with which to estimate users' passing and meeting events on shared-use paths. Next, the research team collected field data on path operations to calibrate and validate the equations for conditions in the United States. The third task involved collecting data on the perceptions of path users and developing a model relating those perceptions to operational and geometric variables. Finally, the researchers developed a computer-based tool to estimate the level of service on new or existing shared-use paths. The model is applicable to a variety of problems related to trail planning and design, including overcrowding and accommodating diverse user groups. It is especially useful for tasks where trail managers need quantitative measures to augment qualitative criteria to strengthen the basis for decision making about trail design. KW - Data collection KW - Decision making KW - Equations KW - Field studies KW - Guidelines KW - Level of service KW - Mathematical models KW - Meetings and passings on trails KW - Optimization KW - Planning and design KW - Public opinion KW - Shared use paths KW - Trails UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/02.cfm UR - https://trid.trb.org/view/763393 ER - TY - JOUR AN - 01010515 JO - Public Roads PB - Federal Highway Administration AU - Dornan, Daniel L AU - March, James W TI - Direct User Charges PY - 2005/07 VL - 69 IS - 1 SP - pp 2-11 AB - Transportation agencies are considering alternative sources of highway revenue to help build new and maintain existing highways. This article describes one alternative, direct user charges (DUCs). These are fees that are charged directly to users of specific highway facilities that pay for the development, operations and preservation of highway facilities. The article specifically addresses the purpose of DUCs, use and regulation of DUC revenues, authority for program functions, private- and public-sector roles and responsibilities, mixing traditional tax and DUC revenues, user equity, public acceptance, and cultural differences within agencies. The introduction of DUCs creates both opportunities and challenges for state departments of transportation (DOTs). Two of the issues involve the state's view of the purpose of tolling highways and of how DUC funds should be used. Another issue involves the major difference in the way that tolling entities operate compared with state DOTs in terms of mission, goals, business practices, culture, organization and financial constraints. The applicability and transferability of toll authority conventions to state and local transportation agencies also needs to be considered. State DOTs considering DUCs can draw on lessons learned from transportation organizations that are already using alternative funding approaches. KW - Business practices KW - Equity (Justice) KW - Financing KW - Intra-agency relations KW - Management and organization KW - Public opinion KW - Public private partnerships KW - Regulation KW - Resource allocation KW - Revenues KW - State departments of transportation KW - Toll collection KW - Tolls KW - User charges UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/01.cfm UR - https://trid.trb.org/view/763346 ER - TY - RPRT AN - 01006609 AU - Ullman, Gerald L AU - Ullman, Brooke R AU - Dudek, Conrad L AU - Williams, Alicia AU - Pesti, Geza AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Advanced Notification Messages and Use of Sequential Portable Changeable Message Signs in Work Zones PY - 2005/07 SP - 86 AB - In this report, researchers document the results of a laptop-based human factors study of alternative formats of presenting advance notice work zone information on portable changeable message signs (PCMSs) and a Texas Transportation Institute (TTI) driving simulator study of the ability of motorists to capture and process information on two PCMSs used in sequence to convey information about upcoming traffic situations. Based on the studies, researchers recommend that messages that require the display of calendar dates for future roadwork and other traffic control activities should utilize a message format consisting of the three-character abbreviation of the month (e.g., APR for April) in conjunction with the date. When future work activities span several days all in the same month, the month needs be noted only once in the message (i.e., APR 21-23) rather than repeating the month (i.e., APR 21-APR 23). The TTI driver simulator study results indicate the need to keep overall messages at or below the four-unit maximum recommended in existing guidelines. Researchers found that presenting five units of information on sequential PCMSs resulted in low comprehension rates, below what would be acceptable for highway applications. However, by keeping the message length to four units, it does appear that the use of sequential PCMSs will result in comprehension rates comparable to those obtained by presenting the same information at a single location on a large dynamic message sign, and is recommended as an acceptable formatting approach for the Texas Department of Transportation. Comprehension may be enhanced by repeating one of the units of information on both PCMSs. KW - Comprehension KW - Driver information systems KW - Driving simulators KW - Formatting KW - Laptop computers KW - Messages (Communications) KW - Variable message signs KW - Work zone traffic control UR - http://tti.tamu.edu/documents/0-4748-1.pdf UR - https://trid.trb.org/view/761993 ER - TY - RPRT AN - 01006017 AU - Federal Highway Administration AU - Iowa Department of Transportation AU - Nebraska Department of Roads TI - Council Bluffs Interstate System Improvement Project, Pottawattamie County, Iowa, and Douglas County, Nebraska. Tier 1, Final Environmental Impact Statement PY - 2005/07 SP - v.p. AB - The Iowa Department of Transportation, Nebraska Department of Roads, and the Federal Highway Administration are proposing improvements to the interstate system in the Omaha/Council Bluffs metropolitan area, extending across the Missouri River on Interstate 80 to east of the Interstate 480 interchange in Omaha, Nebraska. This is the final environmental impact statement for the Council Bluffs Interstate System Improvement Project, Tier 1. KW - Council Bluffs (Iowa) KW - Douglas County (Nebraska) KW - Environmental impact statements KW - Environmental impacts KW - Improvements KW - Interchanges KW - Interstate highways KW - Metropolitan areas KW - Missouri River KW - Omaha (Nebraska) KW - Pottawattamie County (Iowa) UR - https://trid.trb.org/view/761628 ER - TY - RPRT AN - 01005993 AU - Gesford, Alan L AU - Anderson, John A AU - Pennsylvania State University, Harrisburg AU - Indiana University of Pennsylvania, Indiana AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Winter Maintenance Technical Peer Exchange: A Final Report PY - 2005/07//Final Report SP - 67p AB - The Commonwealth of Pennsylvania, working closely with FHWA, took the lead in hosting the first Winter Maintenance Technical Peer Exchange. Pennsylvania, with one of the largest winter maintenance organizations involving state and local governments, has identified winter operations as a key to an effective, efficient and safe transportation system, enhancing the mobility and economic stability of the Commonwealth and the nation. The purpose of this multi-partner exchange was to improve the dissemination and use of winter technology for state and local governments and to help guide key transportation committees, organizations and associations addressing winter maintenance issues that effect transportation mobility, productivity, safety and the environment - four items directly related to FHWA's National Strategic Goals. The Winter Maintenance Technical Peer Exchange was an intense 2 1/2 day exchange with Technical Experts from across the country representing LTAP/T2 Centers, State DOTs and FHWA. The exchange was geared toward improving winter maintenance training, technical assistance, and knowledge resources; the identification of technology development needs; and the improvement of critical methodologies and networks (e.g., T2/LTAP). This technical exchange explored winter maintenance technology addressing operations, materials, equipment, planning, and communications with respect to safety, the environment, and traffic mobility. The Exchange took place in Harrisburg, Pennsylvania from March 21 to March 23, 2005. KW - Communications KW - Development KW - Environment KW - Equipment KW - Highway safety KW - Highway traffic KW - Knowledge KW - Local government KW - Local Technical Assistance Program KW - Materials KW - Methodology KW - Mobility KW - Needs assessment KW - Operations KW - Partnerships KW - Peer exchange KW - Pennsylvania KW - Planning KW - Productivity KW - State government KW - Technical assistance KW - Technical expertise KW - Technology KW - Technology transfer KW - Training KW - Winter maintenance UR - https://trid.trb.org/view/760832 ER - TY - RPRT AN - 01005986 AU - Hughes, John J AU - Pennsylvania Department of Transportation AU - Federal Highway Administration AU - Pennsylvania Department of Transportation TI - Evaluation of Geocell Stabilized Slope PY - 2005/07//Final Report SP - 31p AB - This research project evaluated the constructability and design performance of a small geocell stabilized slope or wall. The wall was back battered at a 1:1 slope and is 1.83 meters high (6.0 feet) at its highest point, 0.762 meters (2.5 feet) at its lowest point, and approximately 70 meters long (229 feet 8 inches). This research site is located in Engineering District 9-0 along Route 30 in Snake Springs Township, Bedford County. The construction of this geocell stabilized slope or wall system was very time consuming and labor intensive. This small geocell stabilized slope structure was very design intensive based on the fact that three different design sections were necessary to meet field conditions. The design was also inadequate based on the amount of settlement that was observed at the back base of the geocell stabilized slope. This research project was not instrumented; however, movement was observed at the site. KW - Construction KW - Design KW - Evaluation KW - Geocells KW - Geosynthetics KW - Performance KW - Research KW - Retaining walls KW - Slopes KW - Soil stabilization KW - Walls UR - https://trid.trb.org/view/761582 ER - TY - RPRT AN - 01003879 AU - Boyle, Michael AU - Valley Forge Laboratories, Incorporated AU - Advanced Asphalt Technologies, LLC AU - Federal Highway Administration AU - Pennsylvania Department of Transportation TI - Materials-Related Forensic Analysis and Specialized Testing: Laboratory Evaluation of Hot-Mix Asphalt (HMA) Mixtures Containing Recycled or Waste Product Materials Using Performance Testing PY - 2005/07//Final Report SP - 87p AB - The purpose of Work Order No. 98-32-19 is to assist the Pennsylvania Department of Transportation (PENNDOT) in evaluating the expected performance of hot-mix asphalt (HMA), which includes recycled or waste products. This considers the use of Superpave performance related tests developed during the Strategic Highway Research Program, and other more recently developed performance tests that have been recommended for use with the Pavement Design Guide developed in National Cooperative Highway Research Program (NCHRP) Project 1-37A, the NCHRP Project 9-19 Simple Performance tests, and a unique fatigue analysis developed in NCHRP Projects 9-25 and 9-31. Specific tests to evaluate the following critical properties are recommended: Modulus for Structural Design; Rutting; Fatigue Cracking; Thermal Cracking; Moisture Sensitivity; Aging. These products have typically involved crumb rubber from scrap tires, post-consumer glass aggregate, post-consumer plastic aggregate, post consumer roofing shingles, post consumer brake linings, manufacturer by-product waste from roofing shingles, fly ash (coal), and other items. KW - Aggregates KW - Aging (Materials) KW - Asphalt mixtures KW - Asphalt pavements KW - Brake linings KW - Coal KW - Cracking KW - Crumb rubber KW - Fatigue tests KW - Fly ash KW - Glass KW - Hot mix asphalt KW - Laboratory tests KW - Manufacturing KW - Materials KW - Modulus for structural design KW - Moisture sensitivity KW - National Cooperative Highway Research Program KW - Pavement performance KW - Performance tests KW - Plastics KW - Products KW - Recycled materials KW - Roofs KW - Rutting KW - Scrap KW - Shingles KW - Strategic Highway Research Program KW - Superpave KW - Thermal degradation KW - Tires KW - Waste products UR - https://trid.trb.org/view/760276 ER - TY - RPRT AN - 01003792 AU - Goodrum, Paul M AU - Wang, Yinggang AU - Fenouil, Philippe C AU - Jones, Chris N AU - Hancher, Donn E AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Innovative Rapid Construction/Reconstruction Methods PY - 2005/07//Final Report SP - 325p AB - Innovative construction and reconstruction methods provide the opportunity to significantly reduce the time of roadway projects while maintaining the necessary quality of workmanship. The need for these "rapid" methods stems from the increase in traffic on Kentucky roadways coupled with the rise in conventional road and bridge construction methods. Conventional construction methods cannot maintain the demand for progress necessitated by the future needs of the Kentucky Transportation Cabinet, especially the current philosophy of "Get In, Get Out, and Stay Out." This research documents a series of case studies that examined past projects which used innovative rapid construction methods. This document also includes a decision making model based on road user costs and various project parameters which can broaden the Cabinet's awareness of the project options available for each venture. KW - Case studies KW - Decision making KW - Innovation KW - Kentucky KW - Lessons learned KW - Rapid road construction KW - Reconstruction KW - Road construction KW - Road user costs UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_14_SPR_283_04_1F.pdf UR - https://trid.trb.org/view/760112 ER - TY - RPRT AN - 01003472 AU - Remondi, Benjamin AU - XYZs of GPS, Incorporated AU - Federal Highway Administration TI - High Accuracy-Nationwide Differential Global Positioning System Test and Analysis Phase II Report PY - 2005/07//Final Report SP - 47p AB - The High Accuracy-Nationwide Differential Global Positioning System (HA-NDGPS) program focused on the development of compression and broadcast techniques to provide users over a large area with very accurate radio navigation solutions. The goal was to achieve 0 cm in real time over 322 km baselines. The focus of the Phase II effort was on several aspects of HA-NDGPS to refine the navigation solution and demonstrate its usefulness. To that end this report provides a description and analysis of these tasks as well as conclusions reached. The tasks include: provide a basic examination of the utility of using data from two reference stations; develop and implement a prebroadcast integrity algorithm; develop interface software for various brands of GPS receivers; rewrite the modular software; evaluate lower baud rate messages more than once every epoch; demonstrate driver analysis based on the HA-NDGPS navigation solution; and examine multipath noise levels at the Hagerstown, MD facility. The approaches and results provided in this report offer significant insight into the success of the overall HA-NDGPS program and its approach to meeting the needs of many users. KW - Algorithms KW - Global Positioning System KW - High accuracy KW - Motor vehicle navigational aids KW - Multipath transmission KW - Noise (Communications) KW - Software UR - http://www.fhwa.dot.gov/publications/research/operations/its/05034/index.cfm UR - https://trid.trb.org/view/759806 ER - TY - RPRT AN - 01003463 AU - National Transportation Operations Coalition AU - Federal Highway Administration TI - National Transportation Operations Coalition (NTOC) Performance Measurement Initiative PY - 2005/07//Final Report SP - 81p AB - The National Transportation Operations Coalition (NTOC) Action Team on Performance Measurement conducted an initiative to begin to define and document a few good measures for transportation operations agencies to use in measuring and documenting performance. The initiative was guided by an oversight team consisting of senior transportation professionals from North America. The oversight team helped to identify and define candidate performance measures. Using the results of a literature search, survey, and further deliberations by the oversight committee and NTOC team, a short list of selected measures has been prepared and defined as the basis for a national set of performance measures that can be used for internal management, external communications, and comparative measurement. These performance measures include the following: customer satisfaction, extent of traffic congestion, incident duration, non-recurring traffic delay, recurring traffic delay, vehicle speed, throughput (both person and vehicle), and travel time. KW - Communications KW - Customer satisfaction KW - Highway traffic KW - Literature reviews KW - Management KW - Nonrecurring KW - Operations KW - Oversight KW - Performance measurement KW - Recurring KW - Speed KW - Surveys KW - Teams KW - Time duration KW - Traffic congestion KW - Traffic delays KW - Traffic flow KW - Traffic incidents KW - Travel time UR - http://www.ite.org/M&O/ntoc_final_report.pdf UR - https://trid.trb.org/view/759799 ER - TY - RPRT AN - 01002814 AU - Washington, Simon P AU - Persaud, Bhagwant N AU - Lyon, Craig AU - Oh, Jutaek AU - University of Arizona, Tucson AU - Ryerson University AU - Federal Highway Administration TI - Validation of Accident Models for Intersections PY - 2005/07//Research Report SP - 311p AB - This report describes the results of validation and calibration of motor vehicle crash models for rural intersections. Both the validation and recalibration activities were conducted in pursuit of one overriding research objective, which was to make marginal improvements to an existing set of statistical models for predicting crashes at two- and four-lane intersections, with the primary intent to be used in the Interactive Highway Safety Design Module (IHSDM). The five types of intersection models for which conclusions are drawn and recommendations are made are: Three-legged stop controlled intersections of two-lane roads; four-legged stop controlled intersections of two-lane roads; three-legged stop controlled intersections with two lanes on minor and four lanes on major road; four-legged stop controlled intersections with two lanes on minor and four lanes on major road; and signalized intersections of two-lane roads. KW - Calibration KW - Crash models KW - Four leg intersections KW - IHSDM (Computer program) KW - Rural areas KW - Signalized intersections KW - Stop controlled intersections KW - Three leg intersections KW - Traffic crashes KW - Validation UR - http://www.fhwa.dot.gov/publications/research/safety/03037/index.cfm UR - https://trid.trb.org/view/758862 ER - TY - RPRT AN - 01002813 AU - Barquist, Gary AU - Lovejoy, Steven AU - Nelson, Scott AU - Soltesz, Steven AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Evaluation of Wearing Surface Materials for FRP Bridge Decks PY - 2005/07//Final Report SP - 34p AB - The wearing surface on many fiber reinforced polymer (FRP) composite bridge decks have cracked or delaminated after only a short time in service. Consequently, a set of tests were conducted on four wearing surface products in order to select the material with the best performance with respect to service conditions on an FRP deck. The products were evaluated for tensile strength, failure strain, bond strength, and abrasion resistance. Results were summarized in a ranking matrix, which showed Urefast PF60 should provide the best performance of the products tested. KW - Abrasion resistance KW - Bond strength (Materials) KW - Bridge decks KW - Cracking KW - Delamination KW - Fiber reinforced plastics KW - Performance tests KW - Strain (Mechanics) KW - Tensile strength UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/WearingSurface.pdf UR - https://trid.trb.org/view/758835 ER - TY - RPRT AN - 01002812 AU - Soltesz, Steven AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Washing Bridges to Reduce Chloride PY - 2005/07//Final Report SP - 30p AB - Chloride ions are known to promote the corrosion of steel in reinforced concrete. This project was undertaken to investigate the efficacy of washing, to reduce existing chloride content and chloride ion uptake. The project consisted of a laboratory component over four years and a field component over two years. In the field component test sections of a coastal bridge were pressure washed on a once per year and twice per year schedule. The laboratory effort consisted of washing trials conducted on concrete blocks exposed to salt water to determine whether chloride ions can be removed from the concrete and whether the ingress of chloride ions can be reduced. Field testing was discontinued after two years because the laboratory results indicated that the washing frequencies used on the bridge were much too low to produce any change in chloride levels. After four years, the laboratory trials showed that daily washing with fresh water can appreciably reduce the ingress of chloride ions, but occasional washing is ineffective. Washing does not appear to significantly reduce existing chloride concentrations in the bulk concrete. KW - Chloride content KW - Chlorides KW - Coastal areas KW - Corrosion protection KW - Field tests KW - Ions KW - Laboratory tests KW - Pressure washing KW - Reinforced concrete bridges KW - Reinforcing steel KW - Washing UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/WashingBridges.pdf UR - https://trid.trb.org/view/758832 ER - TY - RPRT AN - 01002815 AU - Johnson, Randal S AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Pedestrian Safety Impacts of Curb Extensions: A Case Study PY - 2005/07//Final Report SP - 32p AB - This report documents a case study evaluating motorist yielding behavior at a crosswalk in Albany, Oregon. In 2003 the City of Albany installed curb extensions, continental markings and advance stop bars at several uncontrolled intersections along the U.S. Highway 20 one-way couplet. The City of Albany requested that an evaluation be conducted to determine if the pedestrian safety improvements functioned as intended. Since the installation in 2003, there had been no data collection effort on the operation of these features. The focus of this study was the intersection of 4th Avenue and Lyon Street because the nearside crosswalk had a curb extension on only one side of the street, thus allowing for an analysis of motorist behavior toward pedestrians crossing from either the side with the curb extension or the side without. Specifically, this study examined the average number of vehicles that passed between the time a pedestrian arrived at the crosswalk to the time they were able to cross, the percent of vehicles that yielded at the advance stop bar, and the percent of pedestrian crossings in which a vehicle yielded. KW - Advance stop lines KW - Albany (Oregon) KW - Behavior KW - Bulbouts KW - Case studies KW - Crosswalks KW - Curb extensions KW - Data collection KW - Drivers KW - Operational evaluation KW - Pedestrian safety KW - Unsignalized intersections KW - Yielding UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/PedestrainSafetyCurbExt.pdf UR - https://trid.trb.org/view/758823 ER - TY - RPRT AN - 01127429 AU - Picornell-Darder, Miguel AU - Chen, Jiann-Long AU - North Carolina A&T State University, Greensboro AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Evaluation of Acceptance Strength Tests for Concrete Pavements PY - 2005/06/30/Final Report SP - 175p AB - The North Carolina Department of Transportation (NCDOT) has used traditionally flexural strength tests for acceptance testing of portland cement concrete pavements. This report summarizes a research project implemented to investigate the feasibility of using other strength tests and nondestructive tests, to accomplish the same objective of ensuring an adequate modulus of rupture of the slab but avoiding or reducing the need to perform a large number of flexural strength determinations for acceptance testing. The present work has been laid around using a nondestructive test (a resonant column) to measure a seismic modulus that is used as a rating tool to evaluate the repeatability of duplicate specimens before the specimens are strength tested. This has been accomplished by developing regression lines and confidence and prediction intervals for the correlation of the seismic modulus to flexural, splitting tension, and compressive strength tests. All these tests show strong correlation coefficients and, thus, all have the possibility to be used in the prediction of flexural strength. The report suggests a new process for acceptance testing based on using a combination of compressive strength and seismic modulus. The selection of compression testing is based on the perceived know-how of the personnel of NCDOT throughout the State. KW - Acceptance tests KW - Compressive strength KW - Concrete pavements KW - Flexural strength KW - Modulus of rupture KW - Nondestructive tests KW - Seismic modulus UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-06FinalReport.pdf UR - https://trid.trb.org/view/887885 ER - TY - RPRT AN - 01015059 AU - DeMoranville, Carolyn AU - Davenport, Joan AU - Roper, Teryl AU - University of Massachusetts, East Wareham AU - Massachusetts Department of Transportation AU - Federal Highway Administration TI - Salt Effects on Cranberry Soils, Plant Growth, and Productivity PY - 2005/06/30/Final Report SP - 103p AB - The Massachusetts Highway Department (MassHighway) engages in Environmental Stewardship as part of its mission "To support the construction and maintenance activities that provide the Commonwealth with safe roads and bridges and to protect and where possible enhance the environment." The use of salt for highway deicing is a necessary activity with potential for environmental impact through migration of salt into water supplies and through salt contamination of soils. Since cranberry farming is a significant land use in Southeastern Massachusetts, the research project described herein was undertaken by the UMass Amherst Cranberry Station with funding provided by MassHighway and the Federal Highway Administration. Salt applied to roads may migrate onto cranberry bogs and into their water supplies. Does salt adversely effect cranberry soils, growth, and/or productivity? If so, at what concentration are these effects apparent and what concentrations of salt would be present in affected cranberry soils or plants? The overall objective of this project was to define both chronic and acute salt concentrations in irrigation water that can adversely impact cranberry production systems by evaluating the effects of salt exposure on cranberry growth, yield, or soil chemistry. Based on these research results, there is good indication that a cranberry water supply containing Cl at 250 ppm or greater would be cause for concern and indicate the potential need for remedial action. Symptoms, soil chemistry changes, and possible growth stimulation at 100-125 ppm Cl indicate that a cranberry water supply containing 100 ppm or greater Cl for extended periods might also be cause for concern. Taking all of these results into account, setting the level of concern for Cl in cranberry irrigation water at 100 ppm appears warranted. This is well below the 250 ppm that was definitively associated with negative effects in greenhouse experiments and the 500 ppm that negatively affected growth in soil-free culture. Therefore, 100 ppm Cl is proposed as the level at which closer scrutiny of a water supply over time would be warranted. If the 100 ppm level persisted for more than 2 months, particularly during the irrigation season, chronic effects might become a concern. This Cl level is equivalent to ~ 165 ppm NaCl. KW - Chloride content KW - Deicing KW - Environmental impacts KW - Farming KW - Irrigation KW - Massachusetts KW - Plant growth KW - Sodium chloride KW - Soil chemistry KW - Water quality KW - Water resources KW - Winter maintenance UR - http://ntl.bts.gov/lib/26000/26800/26843/Salt_Effects_on_Cranberry_Soils__Plant_Growth__and_Productiv.pdf UR - https://trid.trb.org/view/771524 ER - TY - RPRT AN - 01011099 AU - Maletzke, Benjamin T AU - Koehler, Gary M AU - Meyer, William R AU - Washington Department of Fish and Wildlife AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Identifying I-90 Wildlife Corridors Using GIS & GPS: Spatial-Temporal Model of Landscape Use by GPS Marked Cougars PY - 2005/06/30/Research Report SP - 42p AB - As the residential and recreational development in western Kittitas County increases, as well as interstate travel and commerce, the need arises to expand the interstate highway system to accommodate the increase in traffic volume. This increased traffic and expansion of transportation routes may potentially affect wildlife movements and traffic safety. To identify areas for potential wildlife corridors along Interstate-90 (I-90) and state highways (SR), we analyzed cougar movements and 95% fixed kernel home range estimates from Global Positioning System (GPS) collar locations of collared cougars on a 3,657 sq km area of western Kittitas County, Washington from 2001-2004. A logistic regression model for both winter and summer was developed to determine relative probability of use by cougars for topographic and land cover characteristics. We found cougars (n=11) used a mean elevation of 786 +/- 166 m in winter and 971 +/- 256 m in summer. We used t-tests and selection ratios (S) to compare differences in cougar use locations versus random locations from Geographic Information Systems (GIS). In winter cougars selected for lower elevations (S=0.71), milder slopes (S=0.82), open (S=1.34) or closed (S=1.08) canopy forest types, and south facing slopes (S=1.19). They selected against agricultural (S=0.43), rangeland (S=0.16), cities/roads (S=0.93), water (S=0.17), rock (S=0.26), north (S=0.81), and west (S=0.87) slopes. During summer, cougars selected for steeper slopes (S=1.05), open (S=1.12) and closed (S=1.27) canopy forest types on north (S=1.15), west (S=1.06) or east (S=1.06) facing slopes. They selected against agriculture (S=0.43), rangeland (S=0.07), cities/roads (S=0.46), water (S=0.25) and rock (S=0.37). From these results, we determined significant variables (P<0.05) for inclusion in a logistic regression model of vegetation and physiographic variables associated with cougar GPS locations. Logistic regression indicated cougars selected for open and closed canopy forest and selected against agriculture, rangeland, water, and cities/roads during winter. They selected for lower elevations with south facing slopes and selected against north, west and east facing slopes or flat terrain. During the summer cougars were not as selective, but preferred open and closed canopy forest on north, west or east facing slopes. We found resident females (n=3) occupied home ranges adjacent to I-90, however they did not to cross the interstate. One resident male established a home range encompassing I-90. Sub-adult females (n=2) and sub-adult males (n=2) were documented crossing I-90 and dispersing from the study area. The two lane SR 903, 970, 97, and 10 appeared permeable to cougar movements as male and female cougars established home ranges encompassing these SRs. Crossing along I-90 and SRs tended to occur in areas forested to the highway edge on both sides and along ridgelines or riparian areas. KW - Cats KW - Geographic information systems KW - Global Positioning System KW - Habitat (Ecology) KW - Interstate highways KW - Kittitas County (Washington) KW - Logistic regression analysis KW - Regression analysis KW - State highways KW - Summer KW - Topography KW - Wildlife KW - Wildlife crossings KW - Winter UR - http://www.wsdot.wa.gov/research/reports/fullreports/622.1.pdf UR - https://trid.trb.org/view/767350 ER - TY - ABST AN - 01463075 TI - Blast-Resistant Highway Bridges: Design and Detailing Guidelines AB - There is a need to protect the nation's bridges from intentional or accidental explosions. The impacts of these loads on buildings and military structures have been studied for many years, but design for resistance to explosive effects is a new area for bridge engineers. Much research and development has been done on the effectiveness of seismic strengthening details for buildings and bridges. It has been suggested that bridge details, used in construction or as a retrofit to resist seismic and other extreme event loads, may serve also to resist explosions and provide a predictable level of protection for such structures. The investigation of these known details for this new area of bridge loading could result in efficient design recommendations, delivered in a relatively short timeframe. Research is needed that will meld knowledge of seismic and extreme event design for new and existing structures, the equally well-known field of blast-resistant design, and the relatively new field of highway bridge blast-resistant design. The research approach will draw on shared knowledge across these fields with initial emphasis on the investigation of seismic design principles and their application to explosion resistance. The objective of this project is to develop design guidance for improving the structural performance and resistance to explosive effects of new and existing bridges. KW - Blast loads KW - Explosions KW - Highway bridges KW - National Cooperative Highway Research Program KW - Research projects KW - Structural design UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=361 UR - https://trid.trb.org/view/1231300 ER - TY - ABST AN - 01460719 TI - Prepare Parts IV and V of the Highway Safety Manual AB - The objective of the research is to prepare Parts IV and V of the Highway Safety Manual. These two sections will cover roadway safety management (improvement of roadway systems) and safety evaluations, providing tools to help practitioners make planning, design, and operations decisions based on safety. Parts IV and V, as developed under this project, should be in as near final form as possible for incorporation into the HSM. It is expected that Part IV (Roadway Safety Management) will include chapters on identification of candidate locations, investigation and analysis of safety conditions at specific sites, selection of countermeasures, economic appraisals of sites under consideration, and prioritization of improvement projects. Part V (Safety Evaluation) will contain information on measuring the safety effect of implemented countermeasures. Accomplishment of the project objective will require at least the following tasks. KW - Countermeasures KW - Decision making KW - Highway safety KW - Information management KW - National Cooperative Highway Research Program KW - Operations KW - Planning and design KW - Research projects KW - Safety management KW - Strategic planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=460 UR - https://trid.trb.org/view/1228937 ER - TY - ABST AN - 01460639 TI - Research Program Design---Administration of Highway and Transportation Agencies. Executive Seminar, Coordinating Transportation and Land Development AB - Coordinating transportation and land development is a topic that has been getting increasing attention in recent years, and for good reason. The impacts of transportation and planning practices of the last 50 years is evident in many regions across the nation in the form of increased roadway congestion, longer travel times, increased trips and miles traveled, and a general concern with diminished quality of life and reduced economic viability. While not everyone yet accepts the role that segregated, uncoordinated, low-density, sprawling development plays in overtaxing the transportation system, a growing consensus is emerging that better coordination is needed. The good news is that new models and approaches have emerged in the past few years prompted, in part, by the emphasis on intermodal transportation and context sensitive solutions at the state and federal level. The emergence of the Smart Growth movement in the mid-1990s -- which supports mixed-use, compact, walkable neighborhoods at the local level and greater emphasis on transit for regional mobility -- contributed in an important way to this process. Additional impetus has been provided by the fiscal realities that most state transportation departments are operating under. At a time when budgets are stretched thin, most states simply do not have the fiscal resources to build new roadway capacity and maintain existing systems that are often badly in need of repair. The emerging recognition within state departments of transportation that prevailing land use planning and development practices are leading to increases in vehicle miles traveled and causing congestion to spiral out of control, is also driving the search for new, out-of-the-box solutions. The purpose of the Seminar was to bring together decision makers from both the transportation and land development sectors in six different states to: (1) examine the implications of demographic, land use, and transportation trends; (2) identify the mutual and interrelated challenges of meeting development and transportation needs; and (3) identify and evaluate successful practices. KW - Best practices KW - Coordination KW - Decision making KW - Demographics KW - Development KW - Land use planning KW - Local government agencies KW - Metropolitan planning organizations KW - National Cooperative Highway Research Program KW - Research projects KW - State departments of transportation KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=551 UR - https://trid.trb.org/view/1228856 ER - TY - ABST AN - 01458432 TI - Needs Assessment for Advancing Timber Utilization in Mainline and Shortline Railroad Applications AB - The primary objective of this project is to identify, describe, and prioritize a list of research needs that will serve as a basis for developing and funding research related to the use of timber by both mainline and shortline railroads. Thus, this research needs study will guide research that should re-establish wood as a more significant construction material in the railroad industry and significantly influence research related to wood transportation structures over the next six years. The expected outcomes will be a series of proposed research projects that would address the identified research needs areas. It is anticipated that research needs will be classified as short-term (high-priority), medium-term (medium priority), and long-term (low-priority) such that research resources can be most efficiently allocated. KW - Construction KW - Materials KW - Railroads KW - Research projects KW - Short line railroads KW - Timber construction KW - Wood structures UR - https://trid.trb.org/view/1226643 ER - TY - ABST AN - 01463067 TI - Guidance for the Design and Application of Shoulder and Centerline Rumble Strips AB - The objective of this project is to develop guidance for the design and application of shoulder and centerline rumble strips as an effective motor vehicle crash reduction measure while minimizing adverse operational effects for cyclists and adjacent property owners. KW - Applications KW - Center lines KW - Countermeasures KW - Frontal crashes KW - National Cooperative Highway Research Program KW - Offroad traffic KW - Research projects KW - Rumble strips KW - Safety KW - Shoulder UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=458 UR - https://trid.trb.org/view/1231292 ER - TY - ABST AN - 01460694 TI - Research for the AASHTO Standing Committee on the Environment. Task 20. The Role of State DOTs in Support of Transit Oriented Development (TOD) AB - This study will address the roles that state DOTs and their other state partners can play in order to reduce barriers to TOD. It will include techniques such as: streamlined permitting; clear land disposition policies; and funding agreements. KW - Barriers to entry (Competition) KW - Development KW - Financial analysis KW - Land use planning KW - National Cooperative Highway Research Program KW - Public transit KW - Research projects KW - State departments of transportation KW - Streamlining KW - Transit authorities UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1292 UR - https://trid.trb.org/view/1228912 ER - TY - ABST AN - 01460697 TI - Research for the AASHTO Standing Committee on the Environment. Task 17. Assessment of Greenhouse Gas Analysis Techniques for Transportation Projects AB - The research will focus on determining what methods are available for transportation agencies to accurately estimate greenhouse gas emissions from transportation activities. If no methods are available, an estimate will be provided on the necessary level of effort needed to develop an acceptable methodology. KW - Emission control systems KW - Evaluation and assessment KW - Gases KW - Greenhouse gases KW - Methodology KW - National Cooperative Highway Research Program KW - Research projects KW - State departments of transportation KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1549 UR - https://trid.trb.org/view/1228915 ER - TY - ABST AN - 01460594 TI - Research for AASHTO Standing Committee on Highways. Task 191. Product Evaluation and Plant Certification of HDPE Pipe AB - The objective of this research is to develop a strategy and detailed implementation plan for the merger of high density polyethylene plastic pipe testing protocols used by the AASHTO National Transportation Product Evaluation Program (NTPEP), the Plastic Pipe Institute (PPI), and the Eastern States Consortium (ESC) into one testing program jointly administered by NTPEP, PPI, and ESC stakeholders. Research is underway and consists of two phases. The interim report describing the results of Phase I was submitted to the panel in September 05 for review and approval. The anticipated completion date of this research is December 2005. KW - Evaluation and assessment KW - High density KW - National Cooperative Highway Research Program KW - Plastic pipe KW - Product development KW - Research projects KW - Testing UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1211 UR - https://trid.trb.org/view/1228811 ER - TY - ABST AN - 01460698 TI - Research for the AASHTO Standing Committee on the Environment. Task 16. State Transportation Agency Strategies to Address NPDES Phase II Requirements AB - The research will focus on determining how state transportation agencies have addressed the change in effort to ensure compliance with NPDES Phase II requirements. Research will be directed toward determining staffing and organizational structure throughout the entire agency to address NPDES Phase II compliance for construction activities as well as the stormwater management program as a regulated MS4. KW - Compliance KW - Management KW - National Cooperative Highway Research Program KW - Organizational effectiveness KW - Research projects KW - Runoff KW - State departments of transportation KW - Storms KW - Structures KW - Water UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1289 UR - https://trid.trb.org/view/1228916 ER - TY - ABST AN - 01460507 TI - Research Program Design---Administration of Highway and Transportation Agencies. Innovative Contracting for Major Transportation Projects AB - A workshop was held at the AASHTO 2005 annual meeting in Nashville, Tennessee. It provided information concerning innovative contracting practices for transportation projects, focusing specifically on design-build delivery, best-value procurement, and construction warranties. It discussed recent trends in the industry, and provided state highway agency CEOs and managers with information needed to identify projects and implement innovative contracting methods to reduce construction time and life-cycle costs, improve quality, and enhance customer satisfaction. The contractor's final report has been sent to AASHTO for publication. The report summarizes the material developed and delivered at the workshop for state highway agency CEOs and senior managers responsible for highway construction contracting. KW - Construction KW - Contracting KW - Design build KW - Innovation KW - Life cycle costing KW - National Cooperative Highway Research Program KW - Project management KW - Research projects KW - Transportation KW - Warranty UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=549 UR - https://trid.trb.org/view/1228724 ER - TY - RPRT AN - 01620261 AU - Federal Highway Administration TI - Acquisition: Acquiring Real Property for Federal and Federal-Aid Programs and Projects PY - 2005/06 SP - 26p AB - Government programs designed to benefit the public as a whole often result in acquisition of private property and, sometimes, in the displacement of people from their residences, businesses or farms. Acquisition of this kind has long been recognized as a right of government and is known as the power of eminent domain. The Fifth Amendment of the Constitution states that private property shall not be taken for public use without just compensation. To provide uniform and equitable treatment for persons whose property is acquired for public use, Congress passed the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, and amended it in 1987. This law, called the Uniform Act, is the foundation for the information discussed in this brochure. Revised rules for the Uniform Act were published in the Federal Register on January 4, 2005. The rules are reprinted each year in the Code of Federal Regulations (CFR), Title 49, Part 24. All Federal, State and local government agencies, as well as others receiving Federal financial assistance for public programs and projects, that require the acquisition of real property, must comply with the policies and provisions set forth in the Uniform Act and the regulation. The acquisition itself does not need to be federally-funded for the rules to apply. If Federal funds are used in any phase of the program or project, the rules of the Uniform Act apply. The rules encourage acquiring agencies to negotiate with property owners in a prompt and amicable manner so that litigation can be avoided. This brochure explains your rights as an owner of real property to be acquired for a federally-funded program or project. KW - Brochures KW - Compensation (Eminent domain) KW - Eminent domain KW - Federal aid KW - Federal aid highways KW - Fifth Amendment, United States Constitution KW - Legal rights KW - Programs KW - Projects KW - Property acquisition KW - Revisions KW - Uniform Relocation Assistance and Real Property Acquisition Act KW - United States Code UR - http://ntl.bts.gov/lib/60000/60500/60550/acquisition.pdf UR - https://trid.trb.org/view/1440553 ER - TY - RPRT AN - 01571966 AU - Federal Highway Administration AU - Association of Metropolitan Planning Organizations TI - MOBILE6 Implementation Experience 2005 PY - 2005/06//Final Report SP - 30p AB - One of the transportation conformity requirements is that the Environmental Protection Agency's (EPA's) latest emission factor model must be used in all regional emissions analysis. In January 2002 the U.S. EPA released a new emissions factor model, MOBILE6. Subsequent to the January 2002 version, EPA released an updated version, known as MOBILE6.2. MOBILE6.2 included emissions factors for estimation of particulates, air toxics, and certain greenhouse gases. Use of MOBILE6.2 is now required for all regional emissions analyses, with the exception of California, for ozone and CO. The release of MOBILE6.2 marked the beginning of a 2-year grace period for PM-10 areas to phase-in the new model. Conformity determinations in PM-10 areas must be based on MOBILE6.2 by May 19, 2006. The Federal Highway Administration (FHWA), in conjunction with the Association of Metropolitan Planning Organizations (AMPO) Air Quality Subcommittee, worked with a group of metropolitan planning organizations (MPOs) to document their experience in applying MOBILE6 in the conformity process. The purpose of this study is to provide an understanding of what steps these organizations took to prepare for use of the new MOBILE model and to identify potential training and technical assistance needs. Specifically, this study documents how MPOs are implementing MOBILE6, what data is being collected locally, how data is being collected, and identifies implementation issues that arose during the transition to MOBILE6. FHWA and AMPO intend to share this information with other MPOs and practitioners who can learn from the experiences of the MPOs that participated in this effort. KW - Data collection KW - Exhaust gases KW - Greenhouse gases KW - Implementation KW - Metropolitan planning organizations KW - MOBILE6 (Computer model) KW - MOBILE6.2 (Computer model) KW - Particulates KW - Pollutants KW - Training UR - http://www.fhwa.dot.gov/environment/air_quality/conformity/research/mobile6_implementation_2005/ UR - https://trid.trb.org/view/1363091 ER - TY - RPRT AN - 01470074 AU - DeLano, John G AU - Davids, William G AU - Sanford, Thomas C AU - Krusinsky, Laura AU - University of Maine, Orono AU - Maine Department of Transportation AU - Federal Highway Administration TI - Behavior of Pile-Supported Integral Abutment Bridge at a Site with Shallow Bedrock - Phase I PY - 2005/06//Technical Report SP - 216p AB - The advantages of constructing bridges with integral abutments are recognized by transportation agencies worldwide. However, pile supported integral abutments are limited to locations where the depth overburden can provide fixed support conditions. In Maine, there are often cases where the depth to bedrock prohibits integral abutments bridges from being used. The goal of this research is to determine the feasibility of constructing integral abutments in conditions that cannot provide fixed support conditions that are traditionally assumed. A finite element model was created that incorporates realistic constitutive and surface interaction models. These models allow for a good prediction of the soil/structure interaction and the structural response. The proposed design procedure results in values of moments and shear forces that are higher than those obtained from the finite element model. This is due to the inherent conservatism built into the methods used to calculate file forces, which presents a worst case design scenario. The proposed method expands the application of integral abutments to instances where an integral abutment supported by short piles is currently considered impractical. However, even with the expanded design criteria, finite element modeling indicates that there are cases where the combination of geometry, loading and subsurface conditions may prohibit the use f integral abutments. KW - Bedrock KW - Bridge construction KW - Bridge design KW - Finite element method KW - Jointless bridges KW - Maine KW - Piles (Supports) KW - Subsoil UR - http://www.library.umaine.edu/theses/pdf/delanojg2004.pdf UR - https://trid.trb.org/view/1238138 ER - TY - RPRT AN - 01357302 AU - Chitwood, J C AU - Pape, D B AU - Stephens, D R AU - National Transportation Research Center, Incorporated AU - Federal Highway Administration TI - Integrated Braking Systems Analysis and Modeling PY - 2005/06 SP - 53p AB - The National Transportation Research Center, Incorporated (NTRCI) initiated research into integrated braking systems safely research to support the United States Department of Transportation's objective to reduce the number of fatalities and injuries in crashes involving heavy trucks by 50 percent by 2010. This research supports efforts to decrease the stopping distances of heavy vehicles from highway speeds by 30 percent while maintaining vehicle stability and control. KW - Braking KW - Fatalities KW - Heavy vehicles KW - Highway safety KW - Integrated systems KW - Stopping distances KW - Trucks KW - Vehicle safety UR - http://www.ntrci.org/ntrci-24-2005-003 UR - https://trid.trb.org/view/1122729 ER - TY - RPRT AN - 01160023 AU - Maher, Ali AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Geotechnical Testing and Beneficial Reuse Evaluation of River Sediments Palmyra Cove Demonstration Project PY - 2005/06//Final Report SP - 49p AB - The objective of this research was to provide the New Jersey Department of Transportation (NJDOT) with useful information in order to pursue the beneficial use of dredged sediments. This study focused on the geotechnical properties of materials; other studies conducted concurrently considered ceramic uses and environmental characteristics of the materials. This study used common field and laboratory investigation methods to evaluate the dredged material for potential future roadway, embankment, and waste containment applications. The results are compared to those of more common materials, and published standards, where existing, used in these applications. KW - Aggregates KW - Base course (Pavements) KW - Demonstration projects KW - Dredged materials KW - Embankments KW - Field tests KW - Geotechnical engineering KW - Laboratory tests KW - Palmyra Cove (New Jersey) KW - Properties of materials UR - http://cait.rutgers.edu/files/FHWA-NJ-2005-014.pdf UR - https://trid.trb.org/view/920566 ER - TY - RPRT AN - 01118759 AU - Bonczar, Christine AU - Civjan, Scott A AU - Brena, Sergio F AU - DeJong, Jason AU - University of Massachusetts, Amherst AU - Massachusetts Highway Department AU - Federal Highway Administration TI - Behavior of Integral Abutment Bridges: Field Data and Computer Modeling PY - 2005/06//Final Report SP - 201p AB - This project investigated the seasonal behavior of integral abutment bridges through field monitoring and finite element modeling (FEM). The Orange-Wendell Bridge was used as a case study for the project. The structure was instrumented with 85 gages measuring bridge movements and forces (temperature gages, joint meters, tilt meters, strain gages, earth pressure cells, thermistors and four inclinometer casings for manual readings). Instruments were monitored by the University of Massachusetts at Amherst from January 2002 through December 2004. Both 2-D and 3-D FEM of the bridge were developed using GTSTRUDL and calibrated to the field data. Parametric FEM was performed to evaluate the influence of soil properties and construction practices on bridge behavior. KW - Bridge abutments KW - Bridge substructures KW - Earth pressure KW - Field tests KW - Finite element method KW - Geotechnical engineering KW - Jointless bridges KW - Soil pile interaction KW - Strain gages UR - http://www.umass.edu/mcrp/Bridge.pdf UR - https://trid.trb.org/view/878581 ER - TY - RPRT AN - 01118724 AU - Miller, Heather J AU - University of Massachusetts, Dartmouth AU - Massachusetts Highway Department AU - Federal Highway Administration TI - Assessment of Innovative Ground Modification Techniques Phase B PY - 2005/06//Final Report SP - 212p AB - As our society continues to expand, land that is suitable for construction in its natural state becomes increasingly scarce, and we are forced to place many of our projects on sites that would have formerly been considered :unsuitable”. Highway structures located on soils with poor support conditions are often placed on deep foundations to transfer the loads to more competent bearing materials. Recently, however, advanced in ground modification techniques have produced alternatives which, in many cases, are much more cost effective. Reinforcement of foundations soils with geosynthetics and in situ densification of unsuitable soils represent two innovative approaches for cost effective ground modification. Phase A of this research contract dealt with the former technology. Phase B involved research related to an in situ densification project. Under Phase B, the subject of this report, an extensive in situ testing program was conducted to evaluate deep dynamic compaction (DDC) on a granular fill placed in a fairly loose state under water between two rows of steel sheet piling. The in situ tests included cone penetration testing (CPT), seismic cone penetration testing (SCPT), standard penetration testing (SPT), drive cone penetration testing (DCPT), dilatometer testing (DMT), and testing with a specially designed instrumented dilatometer (IDMT) constructed at the University of New Hampshire. The results of the Phase B study showed that the CPT, DMT and IDMT were particularly useful tools for providing stratigraphic profiles as well as QA/QC data for in situ densification projects. In addition to evaluating the sufficiency of compaction, the test results were used to validate design assumptions and to develop correlations between several factors that influence the magnitude of soil improvement resulting from dynamic compaction. KW - Cone penetrometers KW - Construction projects KW - Deep dynamic compaction KW - Earthquake resistant design KW - Geotechnical engineering KW - Ground settlement KW - Land use planning KW - Planning by facility or land use KW - Quality control KW - Settlement (Structures) KW - Soil reinforcement UR - http://www.umass.edu/mcrp/95137p2%20UM%20PhaseB.pdf UR - https://trid.trb.org/view/878580 ER - TY - RPRT AN - 01118454 AU - Rizkalla, Sami H AU - Rosenboom, Owen AU - Miller, Anthony AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Value Engineering and Cost Effectiveness of Various Fiber Reinforced Polymer (FRP) Repair Systems PY - 2005/06//Final Report SP - 201p AB - Seventeen 40-year-old C-Channel type prestressed concrete bridge girders and one impact damaged AASHTO Type II prestressed concrete girder were tested under static and fatigue loading to determine the cost-effectiveness and value engineering aspects of various Fiber Reinforced Polymer (FRP) repair and strengthening systems. Of the C-Channel girders, which were taken from two different 40-year-old bridges in Eastern North Carolina, three were tested as control girders (one statically loaded to failure, and two tested under fatigue loading) and fourteen tested with various Carbon FRP strengthening systems (eight statically loaded to failure and six tested under fatigue loading). The fatigue loading applied to the strengthened C-Channel girders was chosen to simulate a specified increase in live load value in comparison to the control girders. An AASHTO Type II prestressed concrete bridge girder was taken from a bridge near Fayetteville, NC which was struck by an overheight vehicle. The girder had significant damage to the concrete and one ruptured prestressing strand near midspan. The concrete section was restored and the girder was repaired with Carbon FRP. The repaired AASHTO girder survived 2 million cycles of loading designed to simulate the original service load of the girder with little degradation. The ultimate load observed during a test to failure was 13.3 percent higher than the predicted value of the original girder. The experimental program and analysis of the test results demonstrate that FRP systems can effectively strengthen deficient prestressed concrete members and/or repair damaged prestressed girders. KW - Carbon fibers KW - Cost effectiveness KW - Damage (Bridges) KW - Fatigue (Mechanics) KW - Fiber reinforced plastics KW - Girders KW - Load tests KW - Prestressed concrete KW - Repairing KW - Strengthening (Maintenance) KW - Value engineering UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-15FinalReport.pdf UR - https://trid.trb.org/view/878423 ER - TY - RPRT AN - 01109138 AU - Gannett Fleming, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - S.R. 0202, Section 404 Intelligent Transportation System (ITS) Deployment PY - 2005/06//Final Report SP - 16p AB - The Federal Highway Administration, together with the Pennsylvania Department of Transportation, initiated the Route 202, Section 404, Roadway Reconstruction Project, which includes the installation of a new ITS system along sections of S.R. 0202, S.R. 422, I-476 and I-76 in the Philadelphia metropolitan area. The ITS system design originally included a 12-camera Video Incident Detection (VID) system, a 46-camera Closed Circuit Television (CCTV) system, a Dynamic Message Sign (DMS) system consisting of 10 permanent and 4 portable signs, and a fiber optic communications system with short sections of spread spectrum and leased T-1 lines. The ITS system was designed to be constructed and implemented in two phases, to allow for the ITS system to be constructed in coordination with the overall roadway construction schedule. During the construction phase of the project, two additional items were added to the project’s scope: (1) installation of an additional five CCTV cameras, bringing the total number of new CCTV cameras to 51, and (2) work was completed to make functional a part of the ramp metering system on I-476, including provision of a communications connection to the District 6-0 Traffic Control Center (TCC) and system activation and testing. This ITS project nearly doubled the number of ITS elements being managed from the District 6-0 Traffic Control Center (TCC) and represents the largest ITS deployment to date in the Philadelphia metropolitan area and the Commonwealth of Pennsylvania. KW - Automatic incident detection KW - Closed circuit television KW - Highway design KW - Incident detection KW - Intelligent transportation systems KW - Pennsylvania KW - Portable equipment KW - Reconstruction KW - Traffic control KW - Traffic control centers KW - Variable message signs UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14309.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14309_files/14309.pdf UR - https://trid.trb.org/view/868639 ER - TY - RPRT AN - 01100729 AU - Hoeschen, Brian AU - Erker, Matt AU - Janson, Bruce AU - Medland, Robert AU - Carter & Burgess, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Best Practices Guidebook: Collecting Short Duration Manual Vehicle Classifications Counts on High Volume Urban Facilities PY - 2005/06 SP - 36p AB - This guidebook discusses the recommended procedures for planning, collecting, processing, and quality control procedures for short duration classification counts. The most important factors for a short duration sample to statistically represent a 24-hour period include the time span of the sample (24-hours), the duration of each count (15-minutes), and the quality of each count (correct vehicle classifications). KW - Best practices KW - Handbooks KW - Information processing KW - Manual traffic counts KW - Planning KW - Quality control KW - Time duration KW - Urban highways KW - Vehicle classification UR - http://www.dot.state.co.us/publications/PDFFiles/VehicleClassificationGuidebook.pdf UR - https://trid.trb.org/view/860313 ER - TY - RPRT AN - 01088801 AU - Bhat, Chandra AU - Prozzi, Jolanda AU - Xyntarakis, Michalis AU - Srinivasan, Sivaramakrishnan AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Decision Support Framework for the Evaluation of Modal Competitiveness PY - 2005/06//Research Report SP - 56p AB - This report contains the results of research into the development of a decision support system (DSS) aimed to supplement a systematic ongoing process of strategic evaluation and transportation planning at the statewide and metropolitan levels. Specifically, it is intended to provide TxDOT with a forecasting methodology to qualitatively and quantitatively anticipate changes in modal utilization for intercity freight movements and intracity passenger movements. Presented as a prototype software program, it incorporates the results of recent research on the determinants of mode choice as well as lessons learned in practice regarding the effect of specific policies on mode utilization. The software, which was developed as a relational database in MS Access, comprises a qualitative and a quantitative component. The qualitative component can be utilized to examine the direction of the likely impact of a specific factor on mode utilization as well as to find those factors for which a desired change in modal utilization occurs. The quantitative tool contains interactive charts built from public and private databases that allow the analyst to explore multiple aspects of the data and a freight mode choice model developed for Texas that facilitates custom scenario generation and evaluation. Integrated in the qualitative tool is a prototype Delphi freight expert panel survey conducted by the study team to enhance the knowledge base incorporated in the software. KW - Decision support systems KW - Freight transportation KW - Mode choice KW - Passenger transportation KW - Relational databases KW - Software KW - Transportation planning UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4013_1.pdf UR - https://trid.trb.org/view/849298 ER - TY - RPRT AN - 01084262 AU - Federal Highway Administration TI - Toll Facilities in the United States: Bridges - Roads - Tunnels - Ferries. June 2005 PY - 2005/06 SP - 29p AB - The first section of this report presents a discussion of the history and current policy regarding toll roads in the United States. The second section contains selected information on toll facilities in the United States. The information is based on a survey of facilities in operation, financed, or under construction as of January 1, 2005. Tables T-1 and T-2 include, where known: the direction of toll collection; the type of electronic toll collection system, if available; and whether the facility is part of the National Highway System (NHS). Table T-1 contains information such as the name, financing or operating authority, location and termini, feature crossed, length, and road system for toll roads, bridges, tunnels, and ferries that connect highways. Table T-1 consists of 5 parts. Parts 1 and 3 include the Interstate System route numbers for toll facilities located on the Dwight D. Eisenhower National System of Interstate and Defense Highways. Parts 2 and 4 include a functional system identification code for non-Interstate System toll bridges, roads, and tunnels. Part 5 includes vehicular toll ferries. Table T-2 contains a list of those projects under serious consideration as toll facilities, awaiting completion of financing arrangements, or proposed as new toll facilities that are being studied for financial and operational feasibility. Also included are links to tables containing data on receipts and disbursements of toll facilities. These tables are published in the 2003 Highway Statistics. A section containing available names, addresses, and phone numbers of toll authorities can be found at the end of the report; please note that not all toll authorities are included. This report is not intended to be a complete reference on toll facilities nor is it intended to duplicate data published by other organizations. Nearly all of the publicly owned toll authorities publish reports that contain information such as width and clearance on bridges, type of structure, road limits, year built or put in service, traffic volumes, cost, toll rates, etc. Information on ferries such as seasonal or hourly operating schedules has been included when available. Complete information on schedules and on the number and capacity of boats in operation may be obtained directly from the operating authority. KW - Automated toll collection KW - Ferries KW - History KW - Policy KW - Tables (Data) KW - Toll bridges KW - Toll facilities KW - Toll operating authorities KW - Toll roads KW - Toll tunnels KW - United States UR - http://www.fhwa.dot.gov/ohim/pdf/toll05.pdf UR - http://www.fhwa.dot.gov/ohim/tollpage.htm UR - http://ntl.bts.gov/lib/26000/26900/26972/FHWA-PL-05-018.pdf UR - https://trid.trb.org/view/843787 ER - TY - RPRT AN - 01051952 AU - Bomba, Michael AU - Villa, Juan Carlos AU - Stockton, William R AU - Harrison, Robert AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Current Practices at TxDOT/DPS Border Safety Inspection Facilities and Opportunities for Data Sharing with Federal Agencies PY - 2005/06 SP - 36p AB - Concern about the safety of Mexican trucks operating in the United States began in the early 1990s, during the debate over the ratification of the North American Free Trade Agreement (NAFTA). During this debate, a number of U.S. special interest groups argued that Mexican trucks and Mexican truck drivers were unsafe and should not be allowed to operate on U.S. roads. As a result, federal and state governments have directed significant resources towards ensuring the safety of Mexican commercial vehicles and their drivers operating in the United States. This memorandum describes current practices by the Texas Department of Transportation (TxDOT) and the Texas Department of Public Safety (DPS) to inspect commercial vehicles bringing goods from Mexico into the United States. The data for the study were collected during field visits to border safety inspection facilities in El Paso, Texas and Laredo, Texas, as well as through interviews with individuals working for state and federal agencies. The study found that the Mexican federal government has the opportunity to improve safety and the velocity of trade by improving their commercial drivers license database and by providing public truck scales near border crossings. Federal and state governments in the United States can improve the efficiency of border safety inspection stations by increasing their staffing. KW - Commercial vehicles KW - Data collection KW - Data sharing KW - El Paso (Texas) KW - Federal government agencies KW - Field visits KW - Inspection KW - Inspection stations KW - Interviewing KW - Laredo (Texas) KW - Mexico KW - State of the practice KW - Texas Department of Public Safety KW - Texas Department of Transportation KW - Texas-Mexico Border region KW - Truck drivers KW - Trucks UR - http://www.utexas.edu/research/ctr/pdf_reports/5_9014_01_P8.pdf UR - https://trid.trb.org/view/811309 ER - TY - RPRT AN - 01051951 AU - Bomba, Michael AU - Villa, Juan Carlos AU - Stockton, William R AU - Harrison, Robert AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Current Issues Related to Security and Safety Initiatives for Mexican Truck Carriers Along the Texas-Mexico Border PY - 2005/06 SP - 22p AB - Since the September 11, 2001 terrorist attacks, the U.S. government’s view of its borders has changed and they are now viewed as serving a protective function first, while the role of encouraging trade has become secondary. However, even with the realization of the dangers that the United States now faces, the country cannot simply close its borders and look inward. International trade is too vital a component of the country’s economic activity and prosperity to eliminate. In the case of U.S.-Mexico trade, it totaled $232.1 billion in 2002 and approximately 80 percent of the surface trade was carried by trucks. Prior to and since the September 11th attacks, federal and state governments have initiated a variety of programs for Mexican shippers and carriers to ensure domestic security, confiscate illegal drugs, stop smuggling, slow illegal immigration, and improve commercial vehicle safety. In general, most of the programs operate successfully, but there are always opportunities for improvement. Specific areas for improvement identified in this paper are increasing participation in voluntary enforcement programs, improving data exchange between the U.S. federal and state governments and the Mexican federal government, and improving the Mexican Commercial Driver’s License system. Given the federal government’s reorganized view of the border, the current transitional period will likely continue for two or more years and should be viewed as an opportunity to fix existing problems and improve future practices. KW - Commercial drivers KW - Commercial vehicle operations KW - Driver licensing KW - Drug smuggling KW - Electronic data interchange KW - Illegal aliens KW - International trade KW - Law enforcement KW - Motor carriers KW - National security KW - Safety and security KW - Texas-Mexico Border region KW - Transitional periods KW - Vehicle safety UR - http://www.utexas.edu/research/ctr/pdf_reports/5_9014_01_P7.pdf UR - https://trid.trb.org/view/811308 ER - TY - RPRT AN - 01031670 AU - Sinha, Kumares C AU - Labi, Samuel A AU - Hodge, Stacey AU - Tine, Gabriel AU - Shah, Hardik AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - An Assessment of Highway Financing Needs in Indiana PY - 2005/06//Final Report SP - 202p AB - In recent years highway revenues in Indiana have been eroding due to inflation, increased costs, and the increased use of fuel-efficient vehicles. It is necessary, therefore, to reliably assess the current and future needs for highway funding in order to facilitate informed fiscal planning. This study provides a methodology for tracking current and future demand for highway financing, along with a systematic modeling approach for revenue projections such that financing plans can be developed for state and local highway networks. Highway infrastructure needs for pavements, bridges, safety, and capacity improvements for the 15-year period between 2006 and 2020 are assessed for both state and local agencies. Needs are primarily determined on the basis of pavement and bridge conditions. Revenue projections are made using the current allocation and funding mechanisms. The study results indicate that the 15-year financing needs for the state highway agency are in the range of $30 billion (2002$) and the total expected revenue during the same period is $16.87 billion, creating a financing gap in the range of $0.86 to $0.89 billion per year. The local agencies will face a revenue gap in the range of $0.83 to $0.98 million annually during the same period. KW - Bridges KW - Capacity improvement KW - Costs KW - Financing KW - Fuel-efficient vehicles KW - Highway safety KW - Highways KW - Indiana KW - Inflation KW - Needs assessment KW - Pavements KW - Revenues KW - Transportation planning UR - http://docs.lib.purdue.edu/jtrp/14/ UR - https://trid.trb.org/view/787511 ER - TY - RPRT AN - 01031596 AU - Priest, Angela L AU - Timm, David H AU - Barrett, William E AU - National Center for Asphalt Technology AU - Federal Highway Administration TI - Mechanistic Comparison of Wide-Base Single vs. Standard Dual Tire Configurations PY - 2005/06 SP - 30p AB - A study was conducted at the National Center for Asphalt Technology (NCAT) Test Track with the following goals: (1) model the two tire configurations and predict the pavement response and effect of the wide-base tire using a layered elastic computer model; (2) measure and compare the field dynamic pavement response of the two tire configurations; and (3) evaluate the effectiveness of the computer model in predicting the pavement response for both tire configurations. To accomplish the above objectives, the standard dual tire currently used on the test vehicles at the NCAT Test Track (275/80R22.5) and a newly developed single wide-base tire (445/50R22.5) were compared through predicted and measured pavement responses. The NCAT Test Track is an ideal location to make such a comparison because the instrumented test sections, including strain and pressure gauges, can measure the dynamic response of the pavement under a moving load. Field testing was conducted at one test section over two days in October, 2004. In addition to the measured pavement response, an investigation was conducted using a layered elastic theoretical model. The specifics and results from both testing schemes are discussed in detail in this report. KW - Computer models KW - Dual tires KW - Field tests KW - Layered elastic design KW - Pavement performance KW - Pressure gages KW - Strain gages KW - Test sections KW - Test tracks KW - Test vehicles KW - Tires KW - Wide base tires UR - http://www.eng.auburn.edu/research/centers/ncat/files/reports/2005/rep05-03.pdf UR - https://trid.trb.org/view/787745 ER - TY - RPRT AN - 01029084 AU - Szary, Patrick J AU - Maher, Ali AU - Strizki, Michael AU - Moini, Nadereh AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Use of LED or Other New Technology to Replace Standard Overhead and Sign Lighting (Mercury and/or Sodium) PY - 2005/06//Final Report SP - 138p AB - The New Jersey Department of Transportation (NJDOT) has an increasing concern that the quality and energy use for roadway lighting is outdated. The current lamps and energy usage is based on old practices and technologies. To research the state-of-the-art, NJDOT has contracted Rutgers/Center for Advanced Infrastructure and Transportation. The main issues to be addressed include: 1) Introduce the existing and latest technologies in roadway lighting, and evaluate the current and proposed alternatives (taking into consideration illumination, visibility, maintenance, spectral power distribution, lumen depreciation, mean life, and color rendering). In addition, the research team is to provide NJDOT with the field verification on two key issues: visibility and color rendering, which are implemented on sodium and white light sources. 2) Present the life cycle cost analysis (LCCA) on the introduced technologies and compare them to current lamps used in street lighting (High Pressure Sodium), with the proposed alternatives. Thus, the study will provide not only the most cost effective alternative to using High Pressure Sodium in roadway lighting, but also the most practical. Based on the research, white light sources demonstrated superior light quality. QL, Icetron, Restrike HPS, and LEDs were all shown to be equivalent or superior in light quality based on Lumen Effective Multiplier (LEM). Also, based on the LCCA the QL, Icetron, Restrike HPS, and LEDs had superior cost savings. However, QL, Icetron, and LEDs may not meet current light distribution specifications, which are currently being revised on a national level. In summary, Restrike HPS lamps are recommended for immediate implementation; whereas QL, Icetron, and LEDs should wait for acceptance on a national level. In some situations where lighting is not specifically governed by the specifications, and NJDOT would like to further evaluate the technologies, QL type lamps are recommended for implementation. KW - Alternatives analysis KW - Color KW - Cost effectiveness KW - High mast lighting KW - High pressure sodium lighting KW - Illumination level KW - Life cycle costing KW - Light emitting diodes KW - Maintenance KW - New Jersey KW - Power spectra KW - Service life KW - State of the art KW - Street lighting KW - Visibility UR - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2005-029.pdf UR - https://trid.trb.org/view/786334 ER - TY - RPRT AN - 01029081 AU - Maher, Ali AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Beneficial Use of Dredged Clay from Newark Bay and Environs: A Field Feasibility Study PY - 2005/06//Final Report SP - 160p AB - The objective of the work was to provide the New Jersey Department of Transportation with useful information in order to pursue beneficial use of dredged sediments. This study focused on the geotechnical properties of materials; other studies conducted concurrently considered ceramic uses and environmental characteristics of the materials. This study used common field and laboratory investigation methods to evaluate the dredged material for potential future roadway, embankment, and waste containment applications. The results are compared to those of more common materials, and published standards, where existing, used in these applications. KW - Dredged materials KW - Embankments KW - Field tests KW - Geotechnical properties KW - Laboratory tests KW - Road materials KW - Salvage UR - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2005-015.pdf UR - https://trid.trb.org/view/786327 ER - TY - RPRT AN - 01025850 AU - Luthi, T AU - Diephuis, J AU - Icaza, J J AU - Breen, J E AU - Kreger, M E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Factors Affecting Bond and Friction Losses in Multi-Strand Post-Tensioning Tendons Including the Effects of Emulsifiable Oils PY - 2005/06//Technical Report SP - 174p AB - Emulsifiable oils are often used in post-tensioned construction to reduce friction losses and to provide temporary corrosion protection for tendons during the period of time between stressing and grouting. In the past, oils were flushed from the ducts with water prior to grouting. This practice often led to voids in the grout and created environmental problems related to the disposal of the flushing water. This report is a summary of research done at Pennsylvania State University and The University of Texas at Austin that addressed the effect of unflushed emulsifiable oils on corrosion, bond, and friction losses. Certain oils available on the market do provide adequate temporary corrosion protection. Bond test results indicate that the strength of post-tensioned specimens with oiled tendons is similar to or better than the strength of specimens with unoiled tendons. Specimens with oiled tendons did experience large amounts of slip in comparison to specimens with unoiled tendons. Friction tests indicate that lubrication reduces the friction coefficient in rigid steel pipes and high-density polyethylene (HDPE) ducts on the order of 15% if the tendon is stressed when the oil is fresh. The coefficient of friction for HDPE ducts measured from this test program was significantly less than the value recommended by the American Association of State Highway and Transportation Officials (AASHTO) . KW - Bond strength (Materials) KW - Bonding KW - Coefficient of friction KW - Construction KW - Corrosion KW - Corrosion protection KW - Ducts KW - Durability KW - Emulsifiable oils KW - Friction losses KW - Friction tests KW - Grouting KW - High density polyethylene KW - Lubrication KW - Posttensioning KW - Steel pipe KW - Tendons (Bridges) UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4562_1.pdf UR - https://trid.trb.org/view/782683 ER - TY - RPRT AN - 01025848 AU - Walubita, Lubinda F AU - Martin, Amy Epps AU - Jung, Sung Hoon AU - Glover, Charles J AU - Chowdhury, Arif AU - Park, Eun Sug AU - Lytton, Robert L. AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Preliminary Fatigue Analysis of a Common TxDOT Hot Mix Asphalt Concrete Mixture PY - 2005/06//Technical Report SP - 142p AB - Over the past decade, the Texas Department of Transportation (TxDOT) focused research efforts on improving mixture design to preclude rutting in the early life of the pavement, which also offered increased resistance to moisture damage, but fatigue cracking may surface in the long term particularly if the binder stiffens excessively due to aging. The primary goal of this project is to evaluate and recommend a fatigue analysis system for TxDOT designs to ensure adequate mixture fatigue performance in a particular pavement structure under specific environmental and loading conditions. A secondary goal of comparing fatigue resistance of commonly used TxDOT mixtures including investigating the effects of aging will also be realized. Two fatigue analysis approaches, the mechanistic empirical (ME) and the calibrated mechanistic with surface energy (CMSE) measurements, based on one common TxDOT mixture including the effects of aging are presented in this interim report. Results showed that both the ME and CMSE approaches were comparable in terms of predicting mixture fatigue resistance. The results also showed that aging reduces the mixture’s resistance to fracture damage and its ability to heal. A preliminary comparison of the ME and CMSE approaches showed that although the ME analysis procedure is simple and straightforward, there is a relatively high variability in both the mixture air voids (AV) and the final fatigue results. The input data for the CMSE approach are very comprehensive and require numerous auxiliary tests that are necessary to account for all the hot mix asphalt concrete (HMAC) mixture properties that affect fatigue performance. However, research is still ongoing to further:(1) investigate the effects of binder aging on the HMAC mixture fatigue properties, (2) review other fatigue analysis approaches including the proposed National Cooperative Highway Research Program (NCHRP) 1-37A Pavement Design Guide, and (3) investigate the applicability and validity of the CMSE fatigue analysis approach, and finally recommend an appropriate fatigue analysis system to TxDOT. KW - Aging (Materials) KW - Air voids KW - Binders KW - Cracking KW - Fatigue (Mechanics) KW - Fatigue analysis KW - Fatigue performance KW - Hot mix asphalt KW - Mechanistic design KW - Mix design KW - Moisture damage KW - National Cooperative Highway Research Program KW - Rutting KW - Stiffness KW - Texas Department of Transportation UR - https://trid.trb.org/view/782864 ER - TY - RPRT AN - 01025521 AU - Chien, Steven AU - Opie, Keir AU - Kim, Kitae AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Computer Modeling and Simulation of New Jersey Signalized Highways: Volume II - Cost and Benefit Analysis PY - 2005/06//Final Report SP - 44p AB - This study developed a practical method to quantify costs and benefits associated with optimizing traffic signal timing plans. A Benefit Analysis Tool (BAT) was developed for calculating the differences between existing and optimized traffic signal timing plans by interfacing the SYNCHRO results. A corridor for which data was recently collected and available is used as a case study to demonstrate the application of BAT. Results showed substantial benefit in reducing signal delay, fuel consumption, and vehicular emission. KW - Benefit analysis tool KW - Benefit cost analysis KW - Case studies KW - Exhaust gases KW - Fuel consumption KW - Optimization KW - Signalized intersections KW - Simulation KW - Synchro (Computer program) KW - Traffic delays KW - Traffic signal timing UR - https://trid.trb.org/view/782537 ER - TY - RPRT AN - 01023890 AU - Lytton, Robert AU - Aubeny, Charles AU - Bulut, Rifat AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design Procedure for Pavements on Expansive Soils: Volume 3 PY - 2005/06//Technical Report SP - 100p AB - Swelling and shrinkage of sub-grade soils are critical factors contributing to increases in roughness and degradation of serviceability of highway pavements. Existing procedures for predicting swell are largely based on the potential vertical rise (PVR) procedure developed by McDowell in 1956. While the PVR procedure represents a major development in the design of pavements on expansive soils, instances of apparently over-conservative PVR predictions have led some designers to suggest revision or replacement of the existing procedure. This project reviews the basic assumptions of the existing PVR procedure and identifies the likely sources of the questionable predictions that have arisen in the past. An alternative procedure is presented that features rigorous modeling of both the moisture diffusion process that induces changes in suction within a soil mass and the deformations that occur in response to changes in suction. This alternative procedure includes provisions for measuring and/or estimating soil and environmental input parameters necessary for the predictions. A procedure for predicting the impact of soil deformations on pavement performance is also presented. The proposed procedure is applied to three study sections involving Texas roadways on expansive soils, and parametric studies are presented evaluating the effectiveness of various design measures including moisture barriers, lime treatment, and replacement of in situ sub-grade soils with "inert" soils. KW - Calcium oxide KW - Degradation (Hydrology) KW - Moisture barriers KW - Moisture diffusion KW - Parametric analysis KW - Pavement design KW - Pavement performance KW - Potential vertical rise KW - Roughness KW - Serviceability KW - Shrinkage KW - Soil suction KW - Subgrade (Pavements) KW - Swelling soils KW - Texas UR - https://trid.trb.org/view/781313 ER - TY - RPRT AN - 01022690 AU - Trejo, David AU - Aguiniga, Francisco AU - Yuan, Robert L AU - James, Ray W AU - Keating, Peter B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Characterization of Design Parameters for Fiber Reinforced Polymer Composite Reinforced Concrete Systems PY - 2005/06//Technical Report SP - 276p AB - Fiber-reinforced polymers (FRP) are being increasingly used in the construction industry. One application is to use FRP bars as reinforcement in concrete. It is thought that FRP bars do not exhibit the type of expansive corrosion exhibited by steel reinforcing bars; FRP bar reinforcement embedded in concrete will result in longer service-life expectancies. This report presents results from research performed on three types of glass fiber-reinforced polymer (GFRP) reinforcing bars. The results indicate that some current predictive equations for evaluating long-term properties may overestimate actual performance of GFRP reinforcing bars and GFRP-bar reinforced concrete systems. By unconservatively underestimating GFRP characteristics, key design requirements such as strength, deflection, crack width, and bond may not be adequately addressed in the design of GFRP-bar reinforced concrete elements. As such, recommendations are made to modify existing design methodologies. KW - Bonding KW - Corrosion KW - Crack width KW - Deflection KW - Design KW - Glass fiber reinforced plastics KW - Performance KW - Reinforced concrete KW - Reinforcing bars KW - Service life KW - Strength of materials UR - http://tti.tamu.edu/documents/9-1520-3.pdf UR - https://trid.trb.org/view/778721 ER - TY - RPRT AN - 01010711 AU - Chien, Steven I-Jy AU - Fallat, George AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Computer Modeling and Simulation of New Jersey Signalized Highways PY - 2005/06//Final Report, Volume 1 SP - 149p AB - Development and implementation of intelligent transportation systems along highway corridors includes deployment of various, usually considerably expensive technologies. In the area of traffic control, these technologies were used to optimize an array of signal cycle lengths, phasing, splits, and offsets, while considering dynamic traffic conditions (e.g., fluctuations in traffic volume, speed, and density). In order to facilitate cost efficient traffic signal control on New Jersey highways, this study developed computer models to optimize the array of aforementioned variables, evaluate the benefits of optimized array, and determine the resulting level of service prior to actual implementation in the studied corridors. The objective of this study was to assess and optimize corridor performance through enhancements of existing signal timing plans for the studied corridors, which has been achieved through performing the following activities: review, investigate, and summarize the state-of-the-art methodologies for signal optimization; identify studies corridors and collect necessary data for developing signal optimization and traffic simulation models; develop computer models to optimize traffic signal cycle lengths, phasing, splits, and offsets for the studied corridors; develop simulation models to simulate and assess the recommended signal timings prior to field implementation on studied corridors; assist NJDOT in producing timing directives for recommended signal timings; and provide training and technology transfer to NJDOT. In this study, SYNCHRO (version 5.0) was applied to evaluate the operations of traffic control systems for individual or group of intersections along the corridor. However, due to the dynamic nature of traffic operations, the result of SYNCHRO are not effective in responding to continuously changing real-time traffic conditions. Therefore, SimTraffic was applied to validate the results of SYNCHRO. With SYNCHRO and SimTraffic, before and after scenarios for implementing the optimized signal timings were assessed, while the "savings" in travel times, number of stops, fuel consumption, and vehicle emissions were calculated. KW - Arterial highways KW - Before and after studies KW - Computer models KW - Exhaust gases KW - Fuel consumption KW - Highway corridors KW - Highway traffic control KW - Highway traffic control systems KW - Intelligent transportation systems KW - Methodology KW - New Jersey KW - Offsets (Traffic signal timing) KW - Optimization KW - Performance KW - Signalized intersections KW - Splits KW - State of the art KW - Stopping KW - SYNCHRO/SIMTRAFFIC (Computer program) KW - Technology transfer KW - Traffic density KW - Traffic signal control systems KW - Traffic signal cycle KW - Traffic signal phases KW - Traffic signal timing KW - Traffic simulation KW - Traffic speed KW - Traffic volume KW - Training KW - Travel time UR - http://ntl.bts.gov/lib/25000/25000/25024/ComputerModelingNJSignalizedHW.pdf UR - https://trid.trb.org/view/763767 ER - TY - RPRT AN - 01019159 AU - Hopkins, Tommy C AU - Sun, Liecheng AU - Slepak, Mikhail E AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Bearing Capacity Analysis and Design of Highway Base Materials Reinforced with Geofabrics PY - 2005/06//Final Report SP - 119p AB - The primary objective of this study was to develop and implement mathematical bearing capacity models originally proposed by Hopkins (1988, 1991) and Slepak and Hopkins (1993, 1995). These advanced models, which are based on limit equilibrium and are operated together, can be used to analyze the bearing capacity, or stability, of early construction of loads on a single layer of material, two-layered problems involving a layer of base aggregate and subgrade, and a foundation involving multiple layers of different materials, such as flexible asphalt pavement. A Prandlt-type shear surface is used in the model analyses of layered foundations. In this report, the models are extended to analyzing flexible pavements reinforced with tensile elements. Although the current model does not account for strain compatibility, the strength of the tensile elements may be input for assumed strain levels. Any number of tensile elements may be analyzed in a given problem. In the limit equilibrium approach, shear strengths, the angle of internal friction, phi, and cohesion, c, are entered for each layer of material. Triaxial testing of the asphalt material is performed in a manner that the shear strength parameters, phi and c, are developed as a function of temperature. Hence, if the temperature of the asphalt layer is known (or assumed) at a site, then values of phi and c may be calculated from the relationships between the shear strength parameters and temperature. Moreover, to facilitate and provide an efficient means of analyzing early construction cases and flexible pavements reinforced with geosynthetics, "Windows" software was developed. In the case of the asphalt layer, the entire layer is divided into finite layers because phi and c varies with depth of asphalt. When the surface temperature of the asphalt is known (or assumed), a temperature distribution model is used to estimate the temperature at any depth below the asphalt layer surface. Consequently, the shear strength parameters are known at any depth (of each finite layer) below the surface. To establish the validity and reasonableness of the newly developed limit equilibrium models, bearing capacity factors are derived from the limit equilibrium methods and compared to classical bearing capacity factors, N sub c and N sub q, developed by Prandlt and Reissner. Differences range from 1 to 10 and 1 to 3%, respectively. The Slepak-Hopkins model yields values of N sub y that are 12 to 38 larger than values published by Caquot and Kerisel. However, values of N sub y from the Slepak-Hopkins model are only 3 to 11% larger than backcalculated values obtained by Debeer and Ladanyi from experimental footing tests. The Slepak-Hopkins model was also used to analyzed 237 flexible pavement sections of the 1959-1960 AASHO Road Test. Factors of safety from the model analyses showed that very reasonable results were obtained and were in line with failures recorded at the test site. Finally, actual analyses of a stretch of roadway where failures occurred were analyzed. Three sections involved tensile elements. KW - Base course (Pavements) KW - Bearing capacity KW - Coefficient of internal friction KW - Cohesion KW - Flexible pavements KW - Geomaterials KW - Geosynthetics KW - Limit equilibrium KW - Mathematical models KW - Reinforcement (Engineering) KW - Shear strength KW - Temperature UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_21_SPR_238_02_1F.pdf UR - https://trid.trb.org/view/773091 ER - TY - RPRT AN - 01011186 AU - Distlehorst, Jennifer AU - Wojakowski, John AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Elastomeric Concrete in Bridge Expansion Joint Header Repair Applications PY - 2005/06//Final Report SP - 17p AB - Elastomeric concretes were developed to prevent the spalling of the portland cement concrete adjacent to bridge deck expansion joints. Two types of elastomeric concretes were installed on I-135 bridges in Wichita in 1991. These joints and several others on I-135 with both elastomeric and conventional concrete header materials were surveyed annually for the next ten years. Spalling at each joint, rutting of the elastomeric materials and overall condition of the materials were measured and recorded. Laboratory tests of field-cast specimens were performed to determine the mechanical properties of the materials. The results of the tests and surveys show that the elastomeric concretes reduced spalling at bridge expansion joints. However, the joint headers formed of elastomeric concretes were as likely to develop distress as were the portland cement concrete joint headers. KW - Bridge decks KW - Condition surveys KW - Elastomers KW - Expansion joints KW - Laboratory tests KW - Mechanical properties KW - Polymer concrete KW - Repairing KW - Rutting KW - Spalling KW - Wichita (Kansas) UR - http://www.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003701107 UR - http://ntl.bts.gov/lib/55000/55700/55784/FHWA-KS-05-1.PDF UR - https://trid.trb.org/view/767686 ER - TY - RPRT AN - 01018759 AU - Saito, Mitsuru AU - Cox, David D AU - Jin, Thomas G AU - Brigham Young University AU - Utah Department of Transportation AU - Federal Highway Administration TI - Evaluation of Recent Traffic and Safety Initiatives, Volume II: Developing a Procedure for Evaluating the Need for Raised Medians PY - 2005/06//Final Report SP - 124p AB - Raised medians are a safety measure often used on highways to improve safety, maintain good traffic flow, and beautify the area. In this study, an extensive literature review was conducted to determine the advantages and disadvantages of raised medians. Raised medians were also compared to other median alternatives, such as two-way left-turn lanes (TWLTL) and undivided highways. Raised medians were found to provide better safety benefits than the other median types. A TWLTL tends to be a compromise between the raised median and the undivided highway because of the improvement in traffic flow and full property access. A survey was conducted on a principle arterial that recently installed a raised median. It was found that although raised medians may be perceived as an inconvenience, they do not keep customers from visiting adjacent businesses. Many also realized the safety benefits of raised medians. A crash analysis was also conducted on four highways in the greater Salt Lake City area. Raised medians were found to reduce severe crashes and right angle crashes in mid-blocks, while rear-end crashes increased in mid-blocks. Crashes did not necessarily shift to intersections. Right angle crashes at intersections either decreased or stayed the same, and rear-end crashes either increased or stayed the same. Using the information from the literature review, survey and crash analysis, a procedure for determining when to install a raised median was formulated. The procedure considers crash history, pedestrians, traffic volume, delays, number of driveways per mile, midblock openings, and number of lanes. The procedure was applied to St. George Boulevard in St. George, Utah. KW - Access control (Transportation) KW - Arterial highways KW - Crash analysis KW - Crash severity KW - Highway safety KW - Intersections KW - Literature reviews KW - Midblock collisions KW - Raised medians KW - Rear end crashes KW - Right angle crashes KW - Saint George (Utah) KW - Salt Lake City (Utah) KW - Two way left turn lanes KW - Undivided highways UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=12403 UR - http://ntl.bts.gov/lib/56000/56100/56132/UT-04-11.PDF UR - https://trid.trb.org/view/772948 ER - TY - RPRT AN - 01018757 AU - Saito, Mitsuru AU - Richards, Samuel J N AU - Brigham Young University AU - Utah Department of Transportation AU - Federal Highway Administration TI - Evaluation of Recent Traffic and Safety Initiatives, Volume III: Centerline Rumble Strips on Rural, Two-Way, Undivided Highways PY - 2005/06//Final Report SP - 124p AB - In the fall of 2003, the Utah Department of Transportation installed centerline rumble strips on various sections of highway US-6 between Spanish Fork, Utah and Soldier Summit, Utah as well as directly east of Wellington, Utah. Centerline rumble strips are a relatively new technique aimed at reducing the number of cross-over type accidents that occur on rural, undivided, two-way highways. The combination of a literature review, a public opinion survey and a state of the practice survey has revealed favorable results towards centerline rumble strips. Positive findings include: (a) several reports stating a significant reduction in cross-over related accidents, injuries and fatalities, (b) high benefit to cost ratios, (c) versatile installation conditions, and (d) public approval and acceptance of centerline rumble strips. However, centerline rumble strips are not flawless. Negative aspects include: (a) after installation data is inadequate for statistical comparison, (b) noise pollution, (c) various maintenance issues, (d) motorcyclist and bicyclist safety concerns, (e) emergency vehicle operation efficiency, and (f) potential risk of drivers correcting into the oncoming lane. Published reports and the state of the practice survey provide evidence of the following. No geometric standards have been established for centerline rumble strips. Likewise, there are no standardized highway geometry dimensions when centerline rumble strips are considered. Similar to geometric considerations, highway operating factors have not been standardized. Correlations between the existing installation dimensions and their effectiveness to reduce crossover accidents, cost of installation, maintenance and other issues have not been made. However, based on previously released reports, the statistical evidence of the public opinion survey, and the state of the practice survey data, it is recommended that the Utah Department of Transportation should consider centerline rumble strips as a method of reducing cross-over related accidents on rural, two-way, undivided highways. There are many future research considerations that should be made concerning centerline rumble strips. Research may be conducted on accident reduction, rumble strip geometries, highway geometries, maintenance improvements, and noise reduction. KW - Acceptance KW - Benefit cost analysis KW - Bicycles KW - Center lines KW - Crossover accidents KW - Design standards KW - Emergency vehicles KW - Future research KW - Geometric design KW - Literature reviews KW - Maintenance KW - Motorcycles KW - Noise KW - Public opinion KW - Rumble strips KW - Rural highways KW - State of the practice KW - Surveys KW - Traffic safety KW - Two lane highways KW - Undivided highways KW - Utah UR - http://www.udot.utah.gov/download.php/tid=1293/Raised%20Medians%20Final%20Report%20UT-04-11.pdf UR - https://trid.trb.org/view/772949 ER - TY - RPRT AN - 01018727 AU - Molinas, Albert AU - Mommandi, Amanullah AU - de Dios, Roberto AU - PBS&J and Hydrau-Tech, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Detour Drainage Structure Design Procedure PY - 2005/06//Final Report SP - 200p AB - In this research effort, literature surveys and reviews of the current methodologies employed by various state Departments of Transportation (DOTs) were conducted. Also, questionnaires were sent to different personnel involved in the design and construction of drainage structures for the Colorado Department of Transportation (CDOT), the Federal Highway Administration (FHWA), and other state DOTs. Two detour drainage design approaches that use risk-cost analysis and risk factors analysis were developed and presented in this report. The risk-cost analysis approach which is defined in this study as the Nonlinear Risk-Cost Analysis (NRCA) designs the detour drainage structure by optimizing risks and costs using complex nonlinear functional relationships to establish the return period to be used in sizing the structure. The risk factors analysis approach which in this document is called the Rational Detour Drainage Structure Design (RDDSD) determines the size of the detour drainage structure by selecting a return period that considers a variety of risk factors. Both approaches compute the most cost-effective design discharge using monthly flow distribution data. Also, the detour drainage structures are sized using the traditional methods that employ culvert software, equations, charts and/or nomographs. The NRCA method provides an analytical solution to the complex detour drainage design approach that can be adopted to provide a uniform or consistent statewide design methodology. The NRCA procedure is developed using current cost data for culvert materials and sizes commonly used in detour drainage applications. In deriving the mathematical relationships for this approach, the derivative of the function is equated to zero and a return period that minimizes costs is determined. Using the NRCA method with a spreadsheet program, the return period and the corresponding discharge can be readily determined. The RDDSD procedure selects a return period to use for detour drainage application from a table. This table contains drainage type applications and recommends design frequencies for various highway classifications (interstate, urban and rural, two-lane and multilane roadways, etc.), level of user delay (high and low average daily traffic), environmental concerns (can be mitigated or not), public concerns (hospitals, schools, fire stations), and for cases where alternate detour routes are either available or not. Social and economic factors and environmental sensitivity of the project sites have also been considered. Example problems are provided to illustrate the capabilities of the new methodologies. Tables containing daily precipitation data from 550 stations in Colorado since 1920 were developed and presented in the appendices. General guidelines for designing the detour culvert pipes are also presented at the end of the report. From the standpoint of control, flexibility, and capability in considering a broader spectrum of design factors, the RDDSD method is a simpler and a more direct approach. KW - Colorado KW - Design KW - Design discharge KW - Detour culverts KW - Drainage structures KW - Guidelines KW - Nonlinear risk cost analysis KW - Return period KW - Risk assessment KW - Temporary structures UR - http://www.dot.state.co.us/Publications/PDFFiles/detourdrainage.pdf UR - https://trid.trb.org/view/772508 ER - TY - RPRT AN - 01016485 AU - Frank, Karl H AU - Palmatier, Amanda H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Repair of Galvanizing After UIT Application PY - 2005/06//Technical Report SP - 22p AB - The report describes a limited fatigue study to determine the influence of a repair using a melted solder to repair the galvanized coating after treatment of a mast arm weld toe by Ultrasonic Impact Treatment. The test results indicated that heating of the mast arm to melt the solder reduced the effectiveness of the treatment and also would be very difficult to perform in the field. KW - Coatings KW - Fatigue (Mechanics) KW - Galvanized metals KW - Galvanizing KW - Mast arm KW - Repairing KW - Solder KW - Structural supports KW - Traffic signals KW - Ultrasonic impact treatment KW - Welding UR - http://www.utexas.edu/research/ctr/pdf_reports/5_4178_01_1.pdf UR - https://trid.trb.org/view/772495 ER - TY - RPRT AN - 01018761 AU - Saito, Mitsuru AU - Adams, Michael R AU - Jin, Thomas G AU - Brigham Young University AU - Utah Department of Transportation AU - Federal Highway Administration TI - Development of a User Cost Estimation Procedure for Work Zones PY - 2005/06//Final Report SP - 163p AB - Work zones associated with highway construction projects create localized bottlenecks where the average traffic speed is reduced and queues are formed, thus causing increased costs as a result of the additional time and fuel needed to traverse the work zone. These user costs can be estimated and applied as a form of incentive to the contractor to complete the work sooner, thus allowing traffic to return to the free-flow speed. Methods to determine user costs are explored through a literature search, questionnaire survey of other state highway agencies, and interviews with employees of the Utah Department of Transportation (UDOT). The literature search found reports on how other states have employed user costs and how they derived the time values used in their methods. Proper planning and preparation is essential to ensure that the methods and values used are appropriate and justifiable. The questionnaire survey indicated that the most popular methods for user cost estimation would be simple and easy to use. The value of time should be estimated using the average wage of the state. Lost time or delay should be calculated using the extra time associated with reduced vehicle speeds through the work zone. Engineer’s discretion should be allowed in adjusting determined user cost value. The results of the interviews indicated that the ease of use would be a major quality desired by UDOT employees for a user cost plan. Similar to other state agencies, delay costs should be based on the speed reduction through the work zone. Vehicle operating costs should be based on the cost of fuel. Other factors to use for calculations should include the AADT, length of the work zone, number of closed lanes, the day and time of the closure, the percentage of automobiles and trucks, and the functional class of the facility. Any computer programs should be intuitive and easy to use. Four computer programs were evaluated: MicroBENCOST, QuickZone, DelayE, and DUCK. Each has strengths and weaknesses, but DelayE and DUCK encompass the ideals desired by UDOT employees for determining user costs. DUCK and DelayE are recommended for use by UDOT because the combination of the two provides UDOT with the desired attributes mentioned previously. The Microsoft Excel based DUCK program was created especially for UDOT in this study using the objectives UDOT employees provided. It is recommended that the benefits of QuickZone be restudied now that its second version became available in May 2005. It is also recommended to develop a shell program to control both DUCK and DelayE for easier use. KW - Computer programs KW - Estimating KW - Interviewing KW - Literature reviews KW - Operating costs KW - Questionnaires KW - State highway departments KW - Surveys KW - Traffic delays KW - User costs KW - Utah Department of Transportation KW - Value of time KW - Work zones UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=26449 UR - http://www.udot.utah.gov/download.php/tid=1293/WZ%20User%20Cost%20Final%20Report%20UT-05-11.pdf UR - https://trid.trb.org/view/772951 ER - TY - RPRT AN - 01018756 AU - Saito, Mitsuru AU - Ash, Kelly G AU - Brigham Young University AU - Utah Department of Transportation AU - Federal Highway Administration TI - Evaluation of Four Recent Traffic Safety Initiatives, Volume IV: Increasing Speed Limit Compliance in Reduced Speed School Zones PY - 2005/06//Final Report SP - 159p AB - Reduced speed school zones greatly improve the safety of young children commuting to and from school and provide more appropriate gaps in traffic for children to cross the street. The safety and efficiency of a school zone depends on drivers’ compliance to the school zone speed limit. The main focus of this study was to determine effective methods for increasing speed compliance in reduced speed school zones. This objective was accomplished through an in-depth literature review, a public opinion survey of Utah drivers, and a before and after evaluation of the effects of speed monitoring displays (SMDs) in four different school zones in the state of Utah. The literature review concludes that a combination of effective traffic controls, public education, and appropriate law enforcement are all necessary to improve speed limit compliance in school zones. The results of the public survey produced similar results. The drivers surveyed felt that there is need to improve school zones safety in the State of Utah through education, more effective traffic control devices, and increased law enforcement. The field study found that the SMDs analyzed proved to increase speed compliance in most cases. In some cases, the SMDs maintained their effectiveness at increasing speed compliance; on the other hand, some gradually lost some of their effectiveness. The distribution of speeds at essentially every location demonstrated a reduction in excessive speeds. For the most part, these SMDs helped improve school zone safety by decreasing speeds and increasing speed compliance as manifested by the decrease in mean speed, standard deviation, 10 mph pace range and the percentage of vehicles exceeding the 20 mph school zone speed limit. KW - Before and after studies KW - Compliance KW - Education KW - Field studies KW - Highway traffic control KW - Law enforcement KW - Literature reviews KW - Public opinion KW - School zones KW - Schools KW - Speed control KW - Speed limits KW - Speed monitoring displays KW - Surveys KW - Utah UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=26450 UR - https://trid.trb.org/view/772950 ER - TY - RPRT AN - 01018738 AU - Heitmuller, Franklin T AU - Asquith, William H AU - Fang, Xing AU - Thompson, David B AU - Wang, Keh-Han AU - U.S. Geological Survey AU - Texas Department of Transportation AU - Federal Highway Administration TI - Literature Review for Texas Department of Transportation Research Project 0-4695: Guidance for Design in Areas of Extreme Bed-Load Mobility, Edwards Plateau, Texas PY - 2005/06//Technical Report SP - 40p AB - A review of the literature addressing sediment transport in gravel-bed river systems and structures designed to control bed-load mobility is provided as part of Texas Department of Transportation research project 0-4695: Guidance for Design in Areas of Extreme Bed-Load Mobility. The study area comprises the western half of the Edwards Plateau in central Texas. Three primary foci of the literature review are journal articles, edited volumes, and government publications. Major themes within the body of literature include deterministic sediment transport theory and equations, development of methods to measure and analyze fluvial sediment, applications and development of theory in natural channels and flume experiments, and recommendations for river management and structural design. The literature review provides an outline and foundation for the research project to characterize extreme bed-load mobility in rivers and streams across the study area. The literature review also provides a basis upon which potential modifications to low-water stream-crossing design in the study area can be made. KW - Channels (Waterways) KW - Edwards Plateau (Texas) KW - Equations KW - Flumes KW - Literature reviews KW - Low water crossings KW - Measurement KW - Sediment transport KW - Stream crossings KW - Streambeds KW - Structural design KW - Theory UR - http://pubs.usgs.gov/of/2005/1234/pdf/ofr2005-1234.pdf UR - https://trid.trb.org/view/772521 ER - TY - RPRT AN - 01015046 AU - Hendricks, Paul AU - Lenard, Susan AU - Currier, Coburn AU - Johnson, Joseph AU - Montana State Library AU - Montana Department of Transportation AU - Federal Highway Administration TI - Bat Use of Highway Bridges in South-Central Montana PY - 2005/06//Final Report SP - 37p AB - The authors studied use of highway structures by bats in the Billings, Montana area during 2003 and 2004. They found evidence of bat use at 78 of 130 highway structures examined during summer 2003 in Carbon, Stillwater, and Yellowstone counties; 66 structures were used apparently exclusively for night roosting, and 12 bridges were day roosts. Use of highway structures was widespread throughout the study area and among the state highway system categories (Interstate: 73.2%, Primary: 47.2%, Secondary: 57.1%, Local/State Maintained: 60.0%). Day roosts were found in all highway system categories, but relatively more were in the Local/State Maintained category; maternity colonies were in all but the interstate category. Bat species identified at day roosts included Big Brown Bat (Eptesicus fuscus), Hoary Bat (Lasiurus cinereus), Little Brown Myotis (Myotis lucifugus), and Western Small-footed Myotis (M. ciliolabrum), none of which is a state Animal Species of Concern; use of a bridge for day-roosting by the Hoary Bat is apparently the first documented case for this species. Day roosts occupied in 2003 and 2004 included maternity colonies of Big Brown Bat (2) and Little Brown Myotis (2). Use of bridges for roosting, and intensity of use at night roosts, were generally unrelated to the landscape within 3 km (1.86 mi) of the structure. Only mean percent of forest cover was significantly greater around day roost structures, but substantial overlap among unused, night roost, and day roost categories indicated that this pattern was a trend and not the major influence on structure use by bats. All day roosts were found within 8 km (5 mi) of riparian corridors. Bats used 75.9% of concrete structures, 37.5% of steel structures, and 31.6% of wooden ones. Day roosts were found in concrete or wood structures, none in steel; three maternity colonies were in wood bridges, one in a concrete bridge. Slab bridges were the least preferred concrete spans because they provided few if any protected sites for roosting bats on the underside of the deck. Night roosting bats perched on the exposed vertical surfaces of girders of concrete and steel bridges. Day roosting sites in concrete bridges included accessible expansion joints between cast-in-place and T-beam bridge sections, the longitudinal slots on the underdeck of parallel box-beam structures, and the space between two abutting bridge lanes. Day roosts in wood bridges included the narrow space between parallel girders, and the spaces between wood supports under the deck where railing posts were anchored. Of the 12 day-roosts found in 2003, nine, including all maternity colonies, were occupied on at least one visit in 2004. Maternity colonies were occupied from early June (possibly late May) into September, but dispersal from them had begun by late August. KW - Bats (Animals) KW - Billings (Montana) KW - Box beams KW - Concrete bridges KW - Girders KW - Habitat (Ecology) KW - Highway bridges KW - Montana KW - Steel structures KW - T beams KW - Wooden bridges UR - https://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/bat/final_report.pdf UR - https://trid.trb.org/view/769446 ER - TY - RPRT AN - 01014971 AU - California Department of Transportation AU - Federal Highway Administration TI - Interstate 680 High Occupancy Vehicle & Auxiliary Lanes, Sunol Grade Northbound: Negative Declaration with Initial Study and Environmental Assessment PY - 2005/06 SP - 128p AB - The California Department of Transportation (Caltrans) proposes to construct a high occupancy vehicle (HOV) lane, auxiliary lanes, and related improvements along a 35-km stretch of Interstate 680 known as the Sunol grade The project also includes widening of the roadway and bridges and the installation of ramp metering equipment at fourteen northbound onramps. Sound barriers and retaining walls will also be constructed as needed. The objective of the project is to encourage carpooling and transit use through the HOV lane incentive and reduce congestion by providing more maneuvering room near high volume on/off ramps. KW - Alameda County (California) KW - Auxiliary lanes KW - Environmental impacts KW - High occupancy vehicle lanes KW - Santa Clara County (California) UR - https://trid.trb.org/view/767846 ER - TY - RPRT AN - 01015048 AU - Herman, Lloyd A AU - Withers, Jared M AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Effectiveness of Tire/Road Noise Abatement Through Surface Retexturing by Diamond Grinding PY - 2005/06//Final Report SP - 96p AB - A portion of I-76, near Akron, Ohio, had been reconstructed by the Ohio Department of Transportation (ODOT) using concrete to replace the previous surface, which was constructed of asphalt. In the process of reconstruction, the concrete surface was textured with random transverse grooves to comply with the current ODOT specification. Subsequent to construction, residents living in the project area as far as 2600 ft (800 m) from the roadway, perceived an unfavorable difference in their noise environment, which they attributed to the new concrete pavement used on the reconstruction project. Therefore, a project was initiated to retexture the pavement surface by diamond grinding. The transverse grooves were replaced with longitudinal grooves. Traffic noise measurements were made before and after grinding at five sites in the project area, at distances from 7.5 m to 120 m from the center of the near travel lane. The average reduction in broadband noise at 7.5 m was 3.5 dB, and the average reduction at 15 m was 3.1 dB. Spectrum analysis showed the greatest reduction in noise occurred at frequencies above 1 kHz and that the retexturing had little to no effect on frequencies less than 200 Hz. KW - Akron (Ohio) KW - Before and after studies KW - Concrete pavements KW - Diamond grinding KW - Interstate highways KW - Longitudinal grooving KW - Noise KW - Pavement grooving KW - Rolling contact KW - Specifications KW - Texture KW - Traffic noise UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2005/Environmental/134174-FR.pdf UR - https://trid.trb.org/view/771469 ER - TY - RPRT AN - 01013380 AU - Shuler, Scott AU - Colorado State University, Fort Collins AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Density Profiling of Asphalt Pavements PY - 2005/06//Final Report SP - 74p AB - Asphalt pavement density measurements were made using a conventional nuclear density gauge and a new electrical resistivity device called the “Pavement Quality Indicator.” Five sets of density tests were made at each of nine sites during, or immediately following paving operations between July and September, 2004. Testing at each site attempted to capture differences in density caused by segregation under five distinct sets of circumstances. These included strip segregation along the centerline created by the auger gearbox of the paver, other visible segregation caused by practices such as truck dumping practices and hopper wing folding, transverse segregation caused by inherent design configurations of the paver including the slat conveyor system, screed extensions and stopping of the paver. Control sections were included where segregation was not visible during construction. Tests were conducted at random for each data set and replicated so that rigorous statistical analysis could be conducted. Results indicate that for the “strip” and “visible” data sets, an average decrease in density apparently occurs in the location of the segregation when all nine sites are included in the analysis. However, variability of the density data for all nine sites was very high. This variability is likely related to the differences in segregation occurring at each site. For example, some sites had noticeable segregation during construction while other sites had only minor segregation. To reduce this variability, further analysis of the data should be conducted after the sites are grouped according to the severity of the segregation present. KW - Asphalt pavements KW - Density KW - Electrical resistivity KW - Nondestructive tests KW - Nuclear density gages KW - Quality control KW - Road construction KW - Segregation (Aggregates) KW - Statistical analysis UR - http://www.dot.state.co.us/publications/PDFFiles/DensityProfile.pdf UR - https://trid.trb.org/view/767880 ER - TY - RPRT AN - 01011125 AU - Walton, Jennifer R AU - Barrett, Monica L AU - Agent, Kenneth R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Evaluation of Methods to Limit the Time Taken to Investigate Crash Sites PY - 2005/06//Final Report SP - 70p AB - Highway crashes have significant direct and indirect costs associated with them. Substantial sources of indirect costs are the congestion and delays that result from lane blockages or road closures while the crash is being investigated and the site cleared. In many cases, vehicles could be moved and roadways reopened very quickly, but this does not occur because of the need (or perceived need) to conduct a detailed investigation of the crash scene. The objective of this study was to identify opportunities to reduce the time required to investigate and clear crash scenes. This project includes a review of state and national best practices with a specific, detailed examination of the use of photogrammetry for reconstruction. Recommendations are presented to reduce the time taken to investigate crash sites. KW - Best practices KW - Crash investigation sites KW - Crash reconstruction KW - Photogrammetry KW - Time duration KW - Traffic congestion KW - Traffic delays UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_15_SPR_280_04_1F.pdf UR - https://trid.trb.org/view/767469 ER - TY - RPRT AN - 01011103 AU - Carlson, Daniel L AU - Simmons, Jill AU - Hill, Zack AU - Atchison, Alex AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - The CTR Performance Grant Program: Strengthening the Program's Structure and Market PY - 2005/06//Final Research Report SP - v.p. AB - Through the Commute Trip Reduction (CTR) Performance Grant program, the Washington State Department of Transportation (WSDOT) is breaking new ground by testing whether the state can obtain transportation capacity by purchasing single occupant vehicle trips as well as roadway infrastructure. WSDOT hired a research team at the Evans School of Public Affairs to examine the program's design and market structure to identify ways both could be modified to better achieve program goals. The research team determined that WSDOT is a true innovator in seeking ways to increase capacity and reduce congestion, but that the CTR Performance Grant program could be more effective if WSDOT clarified whether its primary goal is trip removal or innovation. Furthermore, the state could more easily remove high impact trips from the transportation system if the program focused more narrowly on peak hour trips in high-use corridors. KW - Commuting KW - Grant aid KW - Highway capacity KW - Innovation KW - Single occupant vehicles KW - Traffic congestion KW - Trip reduction programs UR - http://www.wsdot.wa.gov/research/reports/fullreports/609.1.pdf UR - https://trid.trb.org/view/767327 ER - TY - RPRT AN - 01011100 AU - Moudon, Anne Vernez AU - Sohn, D W AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Transportation-Efficient Land Use Mapping Index (TELUMI) Phase 3 of Integrating Land Use and Transportation Investment Decision-Making PY - 2005/06//Final Research Report SP - 128p AB - The objective of this project was to devise a conceptually simple tool that operationalized the complex relationship between land use and travel behavior. The Transportation-Efficient Land Use Mapping Index (TELUMI) is a set of maps that depicts how the region's urban form affects overall transportation system efficiency. Nine map layers represent the effects of individual land-use variables on transportation efficiency. They include density (residential and employment), mix of uses (shopping and school traffic, the presence of neighborhood centers (NC)), network connectivity (block size), parking supply (amount of parking at grade), pedestrian environment (slopes), and affordable housing. The tenth layer is a composite index, which takes into account the relative effects of each of the nine variables on transportation efficiency, based on a statistical analysis that modeled the relationship between the land-use variables and King County bus ridership. Each land-use variable is mapped by using three categories, which define zones of high, latent, and low transportation efficiency (TE). High TE values correspond to many convenient transportation options, including transit, non-motorized, and other non-SOV (single-occupant vehicle) travel options. Low TE corresponds to few transportation options beyond SOV travel. Latent TE indicates that travel options remain limited, but that land-use conditions in these zones are favorable enough to permit easy and effective increases in future travel options--either via transportation system investments, demand management or other programmatic actions, or land-use changes. The visual dimension of the TELUMI's maps make the tool an attractive means of communication with lay audiences, while its quantitative capabilities can speak to transportation and urban planning professionals. While the TELUMI now shows how to rate areas of the Puget Sound for their existing transportation efficiency, it can and should also be used to set goals for future transportation efficiency and to monitor progress over time. Changes in the values of land-use variables can be assessed in terms of their impact on the region's overall transportation efficiency. KW - City planning KW - Decision making KW - Investments KW - Land use KW - Mapping KW - Nonmotorized transportation KW - Public transit KW - Puget Sound KW - Single occupant vehicles KW - Transportation efficiency KW - Travel behavior KW - Urban form UR - http://www.wsdot.wa.gov/research/reports/fullreports/620.1.pdf UR - https://trid.trb.org/view/767349 ER - TY - RPRT AN - 01011098 AU - Turkiyyah, George AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Feasibility of Backcalculation Procedures Based on Dynamic FWD Response Data PY - 2005/06//Research Report SP - 47p AB - The falling weight deflectometer (FWD) test is a commonly used method for the evaluation of the structural performance of pavement systems. In the FWD test, a large weight is raised off the ground and dropped onto a rubber loading pad creating an impulse load representative of the real loading imposed by heavy traffic on the pavement. The excitation produced by the loading sets off waves in the pavement and underlying soil. Deflection time histories are gathered by an array of sensors placed at several nearby locations. The traditional method for interpreting the FWD data to backcalculate structural pavement properties involves extracting the peak deflection from each displacement trace of the sensors (deflection basin) and matching it through an iterative optimization method to the deflections predicted by a static model of the pavement. This approach is computationally efficient and, when the depths of the layers are known and their properties are largely homogeneous with depth, the procedure is effective in backcalculating layer properties. However, when the depths are uncertain or when the moduli vary within a layer, the static backcalculation scheme may not yield reliable results. The goal of this study is to investigate the feasibility and effectiveness of using the complete time history of the FWD test to overcome some of the limitations of the static backcalculation procedure, and recover pavement layer moduli distribution and thickness. The problem is also formulated as a numerical minimization problem, where the unknowns are the resilient moduli of thin "computational layers" that discretize the profile. The initial finding is that this optimization formulation regularized by constraints on the magnitude and spatial gradient of the moduli, coupled with a continuation scheme for imposing the regularization terms, can overcome the ill-posedness nature of the original optimization problem. The computational effort for solving this inverse problem, however, is very significant as it requires repeated calls to the expensive forward problem: an elastodynamic simulation in stiff heterogeneous media. Additional work is needed to speed up the forward problem to be able to perform a more comprehensive evaluation with field data. KW - Backcalculation KW - Deflection KW - Falling weight deflectometers KW - Feasibility analysis KW - Modulus of resilience KW - Pavement layers KW - Pavement performance UR - http://www.wsdot.wa.gov/research/reports/fullreports/586.1.pdf UR - https://trid.trb.org/view/767306 ER - TY - RPRT AN - 01011097 AU - Pearson, W H AU - Mueller, R P AU - Sargeant, S L AU - May, C W AU - Battelle Marine Sciences Laboratory AU - Federal Highway Administration TI - Evaluation of Juvenile Salmon Leaping Ability and Behavior at an Experimental Culvert Test Bed PY - 2005/06//Research Report SP - 45p AB - This report provides data from the biological tests conducted in December 2004 and January 2005 by Battelle Pacific Northwest Division for the Washington State Department of Transportation at the Culvert Test Bed located at the Washington Department of Fish and Wildlife Skookumchuck Hatchery near Tenino, Washington. The work reported here aimed to determine the leaping ability of juvenile hatchery coho salmon as the fish entered a perched culvert. Results of the trials showed that entry rate and passage success decreased as outfall drop increased. The dominant behavior used to accomplish entry varied with outfall drop. When Overcoming the 0-cm and 12-cm outfall-drop configurations, juvenile coho predominantly used swim-in behavior. For the greater outfall drops of 20 and 26 cm, juvenile coho used leaping behavior for culvert entry. Juvenile coho were not able to successfully overcome the 32-cm outfall drop, which was equivalent to approximately 3 body lengths for the 100-mm coho tested in this study. KW - Culverts KW - Fish passage KW - Outfall drop KW - Salmon KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/613.1.pdf UR - https://trid.trb.org/view/767331 ER - TY - RPRT AN - 01011096 AU - Frank, Lawrence AU - Chapman, James AU - Bradley, Mark AU - Lawton, T Keith AU - Lawrence Frank & Company, Incorporated AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Travel Behavior, Emissions & Land Use Correlation Analysis in the Central Puget Sound PY - 2005/06//Research Report SP - 176p AB - A growing body of research documents that land use relates with travel mode choice, distances and time spent traveling, and household level vehicle emissions. However, to date little work has been done at a sufficiently disaggregate scale to gain an understanding of how local governments should alter their land use policies and plans to reduce vehicle use and encourage transit and non-motorized forms of travel. This study of the four county Central Puget Sound region links parcel level land use data with travel data collected from the Puget Sound Household Travel Survey (PSHTS). The primary aim of the study is to describe how measures of land use mix, density, and street connectivity where people live and work influences their trip making patterns including trip chaining and mode choice for home based work trips, home based non-work trips, and mid day trips from work. Land use measures are developed within one km of the household and employment trip ends in the survey. Tour based models are developed to estimate the relative utility of travel across available modes when controlling for level of service, regional accessibility to employment, and socio-demographic factors. A secondary aim of the project is to estimate the linkages between land use and household generations of Oxides of Nitrogen and Volatile Organic Compounds that are precursors to the formation of harmful ozone. Emissions are estimated based on modeled speeds for AM, PM, and off peak travel at the trip link level and then aggregated to the household level. Household emissions are then correlated with land use patterns where people live when controlling for socio-demographic factors. An exploratory analysis was also conducted as part of this work to estimate how land use patterns where people work influences their modal choice and engagement in travel demand management (TDM) programs offered by employers. The project relied on the Commute Trip Reduction Database from Washington State Department of Transportation (WSDOT). However, it was found that additional development of these data is necessary before this type of analysis can be done. Results are presented that document how much of an increase in the utilization of specific modes of travel for work and non-work travel would likely accrue from specific types of land use changes, and from changes to travel cost and travel time. KW - Correlation analysis KW - Exhaust gases KW - Land use KW - Mode choice KW - Nitrogen oxides KW - Non-work trips KW - Off peak periods KW - Peak periods KW - Puget Sound KW - Travel behavior KW - Travel surveys KW - Trip chaining KW - Volatile organic compounds KW - Work trips UR - http://www.wsdot.wa.gov/research/reports/fullreports/625.1.pdf UR - https://trid.trb.org/view/767437 ER - TY - RPRT AN - 01011094 AU - Northern Economics, Incorporated AU - Washington State Department of Transportation AU - Federal Highway Administration TI - State Route 105: Benefit - Cost Analysis PY - 2005/06//Final Research Report SP - 123p AB - The State Route 105 Emergency Stabilization project, completed in September of 1997, was an effort to protect the sole road into the North Cove area of Washington State--Route 105--from imminent destruction due to shore erosion. The report provides an assessment of: project impacts on local fish habitat; the projected timing and costs of future beach renourish; and a strategy to provide better analysis of potential environmental impacts for future emergency projects. KW - Beach nourishment KW - Beaches KW - Benefit cost analysis KW - Coastal roadways KW - Coasts KW - Environmental impacts KW - Erosion control KW - Fishes KW - Habitat (Ecology) KW - Soil stabilization KW - State highways KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/626.1.pdf UR - https://trid.trb.org/view/767440 ER - TY - JOUR AN - 01010744 JO - Public Roads PB - Federal Highway Administration AU - Kopac, Peter TI - Dispelling Highway Construction Myths PY - 2005/06 VL - 68 IS - 6 SP - pp 52-57 AB - The article examines a few commonly believed half-truths hoping that it will help materials, structural, and pavements engineers develop sound and effective quality assurance programs. Dispelling the more persistent myths that have gained a strong foothold can help engineers develop a better understanding of the concepts and principles needed to produce and implement sound and effective quality assurance specifications. The following eight myths deserve consideration: You can't inspect quality into the product; the ultimate goal is product performance; with the evolution of specifications come continual improvements in quality; quality assurance specifications provide higher quality than method specifications; percent within limits is the ideal quality measure; all pay adjustment schedules provide an incentive for quality; agencies need not measure materials and construction quality on a warranty project; buyers and sellers risks should be balanced. The more common myths discussed here are all simple or absolute statements that sound good or look good at first glance, The quality assurance practitioner should give these statements due consideration and thought before believing them. Identifying a myth helps reaching a better conceptual understanding that will promote better out-of-the-box thinking that is necessary for quality assurance to keep progressing. KW - Buyers KW - Construction KW - Construction engineering KW - Performance based specifications KW - Quality assurance KW - Risk management KW - Risk taking KW - Road construction KW - Structural engineering KW - Warranty UR - http://www.fhwa.dot.gov/publications/publicroads/05may/08.cfm UR - https://trid.trb.org/view/763070 ER - TY - JOUR AN - 01006712 JO - Public Roads PB - Federal Highway Administration AU - Culp, Michael AU - Lee, Esther J TI - Improving Travel Models Through Peer Review PY - 2005/06 VL - 68 IS - 6 SP - pp 44-51 AB - The article describes Federal Highway Administration's (FHWA) panels that are helping States and metropolitan areas refine their travel demand models to enhance transportation decision making. A partnership called the Travel Model Improvement Program (TMIP) is conducting research and delivering technical assistance and training to transportation planners. The Federal Transit Administration, U.S. Environmental Protection Agency and FHWA cooperatively support TMIP. The partnership is helping metropolitan planning organizations (MPOs) and state departments of transportation improve the techniques they use to inform decision makers on how growth in population and employment, development patterns, and investments in transportation infrastructure affect travel, congestion, air quality, and quality of life. Between June 1, 2003 and May 30, 2004, TMIP sponsored nine peer review panels held at the following locations: Denver, Colorado Regional Council of Governments, Atlanta, Georgia Regional Commission, Ohio-Kentucky-Indiana Regional Council of Governments, Southern California Association of Governments, North Carolina Department of Transportation, and Iowa Department of Transportation. Individual reports on the issues and recommendations discussed at each peer review panel are posted on the TMIP Web site at http://tmip.fhwa.dot.gov/services/peer_review_program/status.stm. KW - Decision making KW - Improvements KW - Metropolitan areas KW - Metropolitan planning organizations KW - Peer groups KW - Planning KW - Reviews KW - State departments of transportation KW - Technical assistance KW - Traffic forecasting KW - Training KW - Transportation planning KW - Travel demand UR - http://www.fhwa.dot.gov/publications/publicroads/05may/07.cfm UR - https://trid.trb.org/view/763069 ER - TY - JOUR AN - 01010751 JO - Public Roads PB - Federal Highway Administration AU - Snead, Sande TI - Route 17 - The Four Decade Project PY - 2005/06 VL - 68 IS - 6 SP - pp 28-34 AB - After almost 40 years of project gridlock and many starts and stops, a road in Virginia's Dismal Swamp is nearing completion. The U.S. 17 widening project in southeastern Virginia adjoining the famous Great Dismal Swamp National Wildlife Refuge includes 307 hectares (758 acres) donated wetlands, construction of a bear crossing as well as installation of culverts that will provide crossings for smaller wildlife. The project has taken 36 years and cooperation between six state and federal agencies and 21 environmental agencies.. KW - Great Dismal Swamp KW - Pavement widening KW - Road construction KW - U.S. Route 17 KW - Virginia UR - http://www.fhwa.dot.gov/publications/publicroads/05may/05.cfm UR - https://trid.trb.org/view/763067 ER - TY - JOUR AN - 01006732 JO - Public Roads PB - Federal Highway Administration AU - Levy, Alex TI - Where the Wildlife Meets the Road PY - 2005/06 VL - 68 IS - 6 SP - pp 2-9 AB - This article describes an International Scanning Tour for Wildlife Habitat Connectivity across European highways in October 2001 to visit portions of five nations to determine which strategies might be adapted for use in the United States. During the period since the end of the tour, the participants have used the insights gained during the tour and applied them in the U.S. context. New techniques, training courses and workshops, print and online resources for practitioners, policy advocates and on the ground research are some of the efforts. The participants brought back from their European counterparts observations and ideas on wildlife issues that can be incorporated into transportation projects. Issues such as understanding habitat issues, early integration of wildlife impact mitigation into project planning, tools for mapping habitat, managerial support, and intreragency cooperation. KW - Conservation KW - Cooperation KW - Europe KW - Habitat (Ecology) KW - Impact KW - Integrated planning KW - Interagency relations KW - Mapping KW - Mitigation measures (Ecology) KW - Programming (Planning) KW - Project management KW - Safety KW - Strategic planning KW - United States KW - Wildlife UR - http://www.fhwa.dot.gov/publications/publicroads/05may/01.cfm UR - https://trid.trb.org/view/763064 ER - TY - RPRT AN - 01006508 AU - Ernzen, Julie M AU - Julie M Ernzen AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Port Runners - Impacts and Solutions PY - 2005/06//Final Report SP - 103p AB - The purpose of this research is to quantify the occurrence of port running in the State of Arizona. Port running is the term used to describe the action of evading or bypassing ports of entry. The Arizona Department of Transportation (ADOT) uses various ports of entry scattered throughout the state to monitor the commercial truck traffic that travels through the state for compliance with weight limits, safety regulations, and fee payments. Port runners create a large problem for ADOT because they potentially endanger the safety of other motorists, they over-stress our highways, causing major maintenance issues, and they avoid paying the fees that ADOT uses to maintain and construct new roadways. In addition to noncompliance, port runners are sometimes found carrying unlawful cargo, such as uninspected agriculture and/or illegal aliens, which create large economic and security risks for the State. This report contains a literature review of the current research that has been performed on this issue. An understanding of the existing literature on port runners and overweight commercial trucks helps to provide a framework for the rest of the research. It reveals estimated volume, safety, revenue, and pavement impacts related to this problem. It also begins to show the extent to which this problem affects other states and the methods they use to deter port runners. The research includes a study of the current data collected by the ADOT on traffic and revenue. These data have been used to estimate the volume of port running that occurs in Arizona. These data also offer insight into the actual dollar cost this problem presents for the State. A survey of all other state departments of transportation was conducted to gain a better understanding of the prevalence of this problem. The survey questions were directed to gain each state's estimate of the volume of port evasion that occurs in the state and how it is monitored. The survey also reveals techniques used by other states to reduce the frequency of port running, if any. These data were compiled and the results shown in tabular and graphical formats. A significant portion of this project consisted of field time--time spent at various ports of entry through out the state. The researchers conducted a sampling of the commercial truck traffic at carefully selected ports. Researchers monitored the number of trucks that successfully passed through the weigh station in a given amount of time. Researchers also recorded the number of trucks that were not inspected but rather waved through, along with trucks that passed through when the weigh station is not open. Finally, routes that could be used to bypass the weigh stations were staked out, and the number of trucks that passed along those routes in a given amount of time was recorded. These data were used to estimate the total volume of trucks that are evading Arizona's weigh stations. The report concludes with a summary of the impact of port running on the State of Arizona. It also offers operational, structural, and business-related recommendations ADOT can use to reduce the prevalence of this activity. KW - Arizona KW - Bypasses KW - Commercial vehicles KW - Compliance KW - Economic impacts KW - Fees KW - Illegal aliens KW - Monitoring KW - Noncompliance KW - Overweight loads KW - Payment KW - Port running KW - Ports of entry KW - Recommendations KW - Regulations KW - Revenues KW - Safety KW - Security KW - Size and weight regulations KW - Truck traffic KW - Trucks KW - Uninspected cargo KW - Weigh stations UR - http://azmemory.azlibrary.gov/cdm/ref/collection/statepubs/id/1254 UR - http://ntl.bts.gov/lib/24000/24900/24971/AZ563.pdf UR - https://trid.trb.org/view/762602 ER - TY - RPRT AN - 01005741 AU - Myers, John AU - Yang, Yumin AU - University of Missouri, Rolla AU - Research and Special Programs Administration AU - Missouri Department of Transportation AU - Federal Highway Administration TI - High Performance Concrete for Bridge A6130-Route 412 Pemiscot County, MO PY - 2005/06//Final Report SP - 417p AB - Because of its significant economic savings and greater design flexibility, high performance concrete (HPC) is becoming more widely utilized in highway bridge structures. High performance bridges with HPC and large diameter prestressed strands are becoming more attractive to designers. A prestressed HPC highway bridge was constructed in Missouri using concrete with 56 day strength of up to 86 MPa (12,500 psi). The utilization of HPC allowed for larger girder spacing and longer spans than typically used in conventional prestressed concrete bridges. The Bridge A6130 in Pemiscot County, Missouri, is a five-span, simply-supported for dead load HPC highway bridge carrying Route 412 over a drainage ditch. Two of the span lengths for the bridge are 15.5 m (50.85 ft) each, and 3 of the span lengths are 17.0 m (55.77 ft) each. The bridge was designed with MoDOT type 21-girder in conjunction with HPC and 15.2 mm (0.6 in.) diameter prestressing strands. HPC materials for both girders and the cast-in-place deck are studied for both mechanical and material properties including compressive strength, modulus of elasticity, splitting strength, freeze-thaw, abrasion resistance, deicing scaling, ponding chloride, rapid chloride permeability, creep, shrinkage, and coefficient of thermal expansion. This project is sponsored by the Missouri Department of Transportation, the Federal Highway Administration and the University Transportation Center at the University of Missouri-Rolla. KW - Abrasion resistance KW - Bridge decks KW - Cast in place concrete KW - Chlorides KW - Compressive strength KW - Creep KW - Freeze thaw durability KW - Girders KW - High performance concrete KW - Highway bridges KW - Mechanical properties KW - Missouri KW - Modulus of elasticity KW - Permeability KW - Ponding KW - Prestressed concrete bridges KW - Prestressed strands KW - Properties of materials KW - Scaling (Concrete) KW - Shrinkage KW - Thermal expansion UR - https://trid.trb.org/view/761606 ER - TY - JOUR AN - 01005832 JO - Public Roads PB - Federal Highway Administration AU - Suarez, Evelio AU - Hoeflich, Kevin TI - The End of the Tollbooth? PY - 2005/06 VL - 68 IS - 6 SP - pp 64-70 AB - According to the U.S. Department of Transportation's 2003 Transportation Statistics Annual Report, it takes 39% longer to make a rush hour trip in urban areas compared with the time it would take if traffic were flowing freely. Even though billions have been spent in transportation improvements over the past decade, resources and funding remain limited, and it will not be possible to build our way out of traffic congestion. This article looks at one solution that could improve the existing roadways: removing a manmade obstacle, the tollbooth. Florida is testing a prototype installation of open-road tolling technology for future deployment. The open-road electronic toll collection or open road tolling (ORT) is gaining popularity as a possible means to increase throughput and funding at the same time. It takes just 16 milliseconds for the cameras, computer equipment, and electronic radio antennas to read and write to SunPass transponders as vehicles travel at highway speeds at the prototype installation under the Oakland Park Boulevard Bridge near Fort Lauderdale. This open-road tolling demonstration site is the precursor to larger open road tolling installation being studied for implementation soon. KW - Automated toll collection KW - Demonstration projects KW - Florida KW - Fort Lauderdale (Florida) KW - Open road KW - Open road tolling KW - Prototypes KW - Toll booths KW - Tolls KW - Traffic congestion UR - http://www.fhwa.dot.gov/publications/publicroads/05may/10.cfm UR - https://trid.trb.org/view/760892 ER - TY - JOUR AN - 01006326 JO - Public Roads PB - Federal Highway Administration AU - Lee, Seung-Kyoung AU - Krauss, Paul D AU - Virmani, Y Paul TI - Resisting Corrosion PY - 2005/06 VL - 68 IS - 6 SP - pp 58-63 AB - Deterioration of bridge decks caused by corrosion of reinforcing bars can be a major problem. Chloride ions from deicing salts are the main culprit responsible for the premature deterioration of reinforced concrete bridge decks because they can induce corrosion of the reinforcing steel. Voluminous corrosion products exert hoop stress on the surrounding concrete, resulting in cracking and spalling. In the mid 1970s, corrosion engineers and the coating industry introduced epoxy-coated reinforcing bar (ECR)as a means of extending the service life of highway structures by minimizing corrosion of the reinforcing steel. Currently, 48 state highway agencies use ECR as the most common corrosion protection system for bridge decks. According to 2003 data in Federal Highway Administration's (FHWA) National Bridge Inventory, more than 54,000 bridge decks contain ECR. This article reviews the testing and results of an FHWA 5-year laboratory test project titled Corrosion Resistant Reinforcing for Concrete Components. The results indicated that using American Society for Testing and Materials specified ECR applied by a certified coater in both top and bottom mats as the primary corrosion protection system coupled with high performance concretes and a minimum 2.5" cover is the most economical and cost effective method to build durable bridge decks until alternative reinforcements, such as solid stainless steel bars and stainless steel-clad bars possessing excellent corrosion resistance properties become readily available. KW - Bridge decks KW - Contaminants KW - Corrosion KW - Corrosion protection KW - Corrosion resistance KW - Corrosion resistant materials KW - Deicing chemicals KW - Environment KW - Epoxy coatings KW - Epoxy-coated reinforcing bar KW - High performance concrete KW - Highway bridges KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/05may/09.cfm UR - https://trid.trb.org/view/760888 ER - TY - JOUR AN - 01006309 JO - Public Roads PB - Federal Highway Administration AU - Sharif, Mo TI - Protecting New York City's Bridge Assets PY - 2005/06 VL - 68 IS - 6 SP - pp 35-43 AB - The Brooklyn, Manhattan, Queensboro, and Williamsburg Bridges are not just part of the city's highway infrastructure, they are the red carpets ushering residents, commuters, and visitors to and from Manhattan. The four bridges were built between 1883 and 1909. Despite the functional and symbolic importance of the bridges, New York City's transportation budget has been insufficient for maintaining the structures adequately over the years. At the same time, Federal legislation has funded the full replacement of bridges, but not maintenance. It was not until 1996 that the Federal Government transportation legislation allowed States and cities to use Federal money for certain maintenance activities. This article reviews how New York City, tapping into the newly available Federal funding, developed a partnership with Federal Highway Administration (FHWA) and New York State Department of Transportation (NYSDOT), and in 1997 implemented a preventive maintenance program for the four East River bridges. New York State also is helping to ensure that the Federal investment is protected. The article provides a table with details for the Brooklyn Bridge implementation plan, listing maintenance activities, indicates how frequently they are conducted, who performs each task, and contract item numbers if available. Plans for the other three bridges are similar. Also provided is a listing of preventive maintenance activities. Current and anticipated staffing levels were developed based on discussions held with FHWA and NYSDOT during their review of the preventive maintenance program. As a part of the preventive maintenance program, the city will develop and implement, in coordination with FHWA and NYSDOT, a comprehensive computerized preventive maintenance management system. KW - Bridges KW - Brooklyn Bridge (New York) KW - Federal aid KW - Historic bridges KW - Implementation KW - Maintenance KW - Manhattan Bridge (New York, New York) KW - New York (New York) KW - New York City Department of Transportation KW - New York State Department of Transportation KW - Personnel KW - Plan implementation KW - Preventive maintenance KW - Queensboro Bridge KW - Repairing KW - Selection and appointment KW - State aid KW - Williamsburg Bridge UR - http://www.fhwa.dot.gov/publications/publicroads/05may/06.cfm UR - https://trid.trb.org/view/760875 ER - TY - JOUR AN - 01006322 JO - Public Roads PB - Federal Highway Administration AU - Ormsby, Clay AU - Liu, Rongtang TI - A Look at Transportation Forensics PY - 2005/06 VL - 68 IS - 6 SP - pp 14-19 AB - Scanning electron microscopes (SEM) are most often associated with criminal forensics and investigations, but they also have a place in transportation analysis and research. The article investigates how the transportation community might benefit from SEM, and provides some examples, such as: resembling a topographic view of an alien landscape, an SEM image can show small particles or components of deterioration before they cause safety risks on a bridge structure; SEM can help analyze crack failure, fatigue, and brittle fracture in steel structures, or provide quality assurance for paint applications. Some of the Federal Highway Administration (FHWA) research projects using SEM include: evaluation of the durability of both geosynthetic materials and Portland cement concrete; evaluation of bridge coatings and paints; recovery and disposal of hazardous materials like asbestos and lead-based paint; and, together with the Smithsonian Institution's Freer Gallery, study of ancient ceramic materials excavated in northern China. These examples represent just a handful of the numerous current and potential applications for the use of SEM in highway research and development. The benefits of applying SEM techniques to relevant research projects reach beyond improved understanding of the physical and chemical processes that affect materials, they include enhancing the safety and durability of the transportation infrastructure. KW - Archaeology KW - Asbestos KW - Bridges KW - Ceramic materials KW - Coatings KW - Cracking KW - Durability KW - Electron microscopes KW - Fatigue (Mechanics) KW - Forensic science KW - Fracture properties KW - Geosynthetics KW - Hazardous materials KW - Infrastructure KW - Lead based paint KW - Paint KW - Portland cement concrete KW - Quality assurance KW - Research projects KW - Safety KW - Scanning electron microscopes UR - http://www.fhwa.dot.gov/publications/publicroads/05may/03.cfm UR - https://trid.trb.org/view/760864 ER - TY - JOUR AN - 01006317 JO - Public Roads PB - Federal Highway Administration AU - Kenley, Erin TI - On the Road to Safer Roads PY - 2005/06 VL - 68 IS - 6 SP - pp 10-13 AB - With 175 fatalities per year in vehicle crashes, South Dakota has one of the highest fatality rates in the country. These fatalities cost the state more than $700 million annually. This article examines the state's realistic and attainable strategic plan for reducing highway fatalities. South Dakota's new comprehensive and integrated plan incorporates these critical elements necessary for highway safety strategy: vision and mission statements; data drive; integrated and comprehensive (four Es - engineering, enforcement, education, emergency services); goals and targets; and measurable success factors and time frames. The 11 identified problem areas are: commercial vehicles; data and technology; driver education; enforcement; emergency response services; alcohol and drugs; media; motorcycle safety; safe communities; engineering; and occupant protection. The three critical elements that led to the successful development of the safety plan were: the support of the safety community's leadership; the determination and commitment of the 'three champions'; the strong partnerships among public agencies and private interest groups. KW - Crash rates KW - Fatalities KW - Highway safety KW - Safety campaigns KW - Safety education KW - Safety engineering KW - Safety improvement KW - Safety programs KW - South Dakota KW - State highways KW - Strategic planning KW - Traffic safety KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/05may/02.cfm UR - https://trid.trb.org/view/760863 ER - TY - RPRT AN - 01003793 AU - Ellington, David B AU - Hoel, Lester A AU - Miller, John S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A Tale of Three Regions: Influence of Highway Investments on Population and Traffic Growth in Virginia PY - 2005/06//Final Report SP - 84p AB - To what extent may highway investments shape population growth and land development? To answer this question, three decades of data were examined in the Virginia locations of Fairfax County, Spotsylvania County, and Newport News. In each location, a highway investment (or deliberate decision not to make such an investment) was proposed by some as an instrument for increasing, shaping, or decreasing population or development growth. The case study approach was used, considering Fairfax County's decision not to build Monticello and other freeways proposed in 1960s comprehensive plans, Spotsylvania's efforts to manage Route 3 traffic congestion, and Newport News' desire for the construction of I-664. By comparing what planners intended these transportation decisions to accomplish with what transpired, the adequacy of using highway investments to influence growth may be assessed. The results suggest that in many ways, transportation investments are a blunt policy instrument. They can and do affect short-term travel and longer term location choices, but it is difficult to use investments to manage growth precisely. In fact, in none of the three case studies were all planners' intentions realized: when planned roads were not built in order to stop growth, growth continued, and when roads were built to encourage development or redevelopment in a specific location, growth occurred elsewhere. Yet, the three case studies suggest several findings that, if applied to planning practice, can yield future plans that are more realistic: (1) view transportation improvements in a supply/demand context; (2) quantify expected impacts where possible; (3) give transportation plans a realistic implementation mechanism; and (4) present forecasts as ranges rather than point values. Although these practices may be "common sense," their explicit consideration may facilitate planning efforts in the short run. However, an unintended consequence of reviewing the case study histories is that they strongly suggest Virginia counties have limited options for managing growth. To some extent, counties can influence the specific location of growth and what type is attracted--but the case studies leave the impression that if the market is there to support growth, eventually it will come. Within Virginia's current legal environment, counties have limited options for how they can accommodate this growth. KW - Case studies KW - Growth management KW - Highway planning KW - Highways KW - Investments KW - Population growth KW - Real estate development KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r23.pdf UR - http://ntl.bts.gov/lib/37000/37200/37249/05-r23.pdf UR - https://trid.trb.org/view/760275 ER - TY - RPRT AN - 01003786 AU - Burke, Dock AU - Luskin, David AU - Rosa, Duane AU - Collier, Tina AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Transportation and the Texas Economy: Some Interim Results PY - 2005/06 SP - 30p AB - In setting the state's future spending priorities, Texans will be analyzing and evaluating the importance and dimensions of the state's transportation system and network and their role in the Texas economy. Current, accurate, and objective economic measures that delineate the importance of transportation in Texas are crucial to the public debate and policy-making process in deciding what Texans want for their transportation system. In reporting the results, the proposed project will compile, using existing U.S.- and Texas-based data sources, an economic profile of the importance of the transportation system and its services to the State of Texas, which may include: (1) All transportation outlays and the Gross Texas Product; (2) Outlays for freight transportation, total and by mode; (3) Outlays for passenger transportation, total and by mode; (4) Employment in transportation and related industries; and (5) Outlays for transportation equipment and investment in capacity. KW - Capacity management KW - Economic impacts KW - Economics KW - Employment KW - Equipment KW - Expenditures KW - Freight transportation KW - Gross state product KW - Investments KW - Passenger transportation KW - Texas KW - Transportation KW - Transportation policy UR - http://tti.tamu.edu/documents/0-4871-1.pdf UR - https://trid.trb.org/view/760164 ER - TY - RPRT AN - 01003769 AU - Hancher, Donn AU - Brenneman, April AU - Meagher, Robin AU - Goodrum, Paul AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Outsourcing of KyTC Project Delivery Functions PY - 2005/06//Final Report SP - 118p AB - The rise in daily travelers on highways due to population growth, and higher quality and service expectations of the public, are putting increased demands on departments of transportation (DOTs) today. These demands, combined with decreasing staff sizes and changing resources, are causing DOTs to investigate alternative methods for accomplishing their essential functions. A major option is to contract out more of their work to external parties, commonly called "outsourcing." The purpose of this project was to evaluate the potential effectiveness, benefits, concerns and implementation requirements of outsourcing by the Kentucky Department of Highways. This report looks at current outsourcing practices in other states and in each Kentucky district. It includes each district's recommended percentages for each function that should be outsourced. Geography, volume of staff, and specialized district needs make outsourcing uniformly throughout the state undesirable. In addition to allowing fluctuation between districts' outsourcing practices, maintaining core competency is also extremely important to receive positive results through outsourcing. Outsourcing continues to be an increasing concern for the Kentucky Transportation Cabinet as it appears that a large number of senior employees are considering retirement in the next 3 years. This report will hopefully help with the planning efforts for this challenge. KW - Benefits KW - Contracting out KW - Core competency KW - Districts and authorities KW - Evaluation and assessment KW - Implementation KW - Kentucky KW - Project management KW - Retirement KW - State departments of transportation KW - State of the practice UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_12_SPR282_04_1F.pdf UR - https://trid.trb.org/view/760157 ER - TY - RPRT AN - 01003785 AU - Barrett, Monica L AU - Crabtree, Joseph D AU - Pigman, Jerry G AU - Walton, Jennifer R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Kentucky's Highway Incident Management Strategic Plan PY - 2005/06//Final Report SP - 65p AB - Kentucky's Highway Incident Management Strategic Plan consists of a mission statement, 4 goals, 16 objectives, and 49 action strategies. The action strategies will help Kentucky achieve its primary goals for incident management, which are as follows: 1) improved safety of responders, highway workers, and motorists; 2) reduced traffic delay; 3) improved motorist awareness; and 4) improved responder and highway worker preparedness. KW - Awareness KW - Best practices KW - Disaster preparedness KW - Emergency response planning KW - Highway safety KW - Incident management KW - Kentucky KW - Strategic planning KW - Traffic crashes KW - Traffic delays KW - Traffic incidents UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_11_SPR288_05_02F.pdf UR - https://trid.trb.org/view/760109 ER - TY - RPRT AN - 01003747 AU - Hanley, Richard C AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Development of a Personal Digital Assistant-based (PDA) Hot-Mix Asphalt (HMA) Data Entry Program for Connecticut DOT "SUPERPAVE" Paving Projects PY - 2005/06//Final Report SP - 46p AB - The objective of this project was to develop and implement a Personal Digital Assistant (PDA)-based data collection system. This system would be an accurate, convenient and cost-effective alternative to traditional paper/pencil or computer spreadsheet data recording systems. The resulting system would be used in the daily operations of the Connecticut Department of Transportation's Hot Mix Asphalt (HMA) quality inspection and assurance activities. KW - Data collection KW - Data entry KW - Hot mix asphalt KW - Inspection KW - Personal digital assistants KW - Quality assurance KW - Road construction KW - Superpave UR - http://docs.trb.org/01003747.pdf UR - https://trid.trb.org/view/759919 ER - TY - RPRT AN - 01003471 AU - Walubita, Lubinda F AU - Martin, Amy Epps AU - Glover, Charles J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - A Surface Performance-Graded (SPG) Specification for Surface Treatment Binders: Development and Initial Validation PY - 2005/06 SP - 134p AB - Presently, surface treatment design and material selection is based on traditional specifications and experience, which are not performance-based and sometimes result in inadequate performance of the surface treatment. In 2000 the first phase of a Texas Department of Transportation (TxDOT) research project developed a surface performance-graded (SPG) specification for the selection of surface treatment binders (Research Report 1710-1). The SPG specification is performance-based and utilizes binder properties directly related to surface treatment performance and associated distress. The specification takes into account environmental conditions, aging effects of the binder, visco-elastic behavior, and reliability. The objective of this second phase of the project was to investigate and establish the validity and applicability of the proposed SPG specification, make modifications where necessary, and, finally, recommend the SPG specification for practical implementation. The research methodology involved highway section identification, laboratory testing including SPG grading, performance monitoring, and comparison of the SPG binder grades to actual field performance. Factors included in the experimental design were binder type and suppliers, environment, aggregates, and traffic. Analyses of the results showed that there is generally a good correlation between the proposed SPG specification and actual field performance. Overall, the results are indicative that the SPG specification is functional and if properly applied, the specification promises to be a relatively cost-effective method for selecting binders to ensure adequate surface treatment performance. However, further validation is recommended, possibly with controlled test sections to fully investigate the effects of design, construction, and quality control processes and address some of the deficiencies of the specification. KW - Bituminous binders KW - Cost effectiveness KW - Field performance KW - Laboratory tests KW - Pavement distress KW - Pavement performance KW - Performance based specifications KW - Surface treatment (Pavements) KW - Validation UR - http://tti.tamu.edu/documents/0-1710-2.pdf UR - https://trid.trb.org/view/759737 ER - TY - RPRT AN - 01003359 AU - Morgan, Curtis A AU - Warner, Jeffery E AU - Roco, Craig E AU - Roop, Stephen S AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Funding Strategies and Project Costs for State-Supported Intercity Passenger Rail: Selected Case Studies and Cost Data PY - 2005/06 SP - 158p AB - This report documents an investigation into project costs and funding strategies that U.S. states and coalitions of states use to fund intercity passenger rail projects. Four states (California, North Carolina, Pennsylvania, and Virginia) and one multi-state corridor (the Pacific Northwest Corridor in Washington and Oregon) with documented histories of funding intercity passenger rail projects were selected for in-depth review. Factors that were considered in the case studies included: state-level funding sources, project costs, and estimated costs for future projects. A secondary goal of this research was to develop project cost analysis tools, such as a cost-per-mile index, for use by state rail planners in evaluating proposed intercity passenger rail projects. The research team concluded that the development of universally applicable cost-per-mile indices for intercity rail was infeasible at present due to the great umber of variables involved in rail construction and the relatively small sample size of recent, comparable projects. Variables involved include project-specific factors such as terrain type, drainage requirements, regional labor and material costs, signalization and communication upgrade requirements, and the condition/track classification/traffic levels of existing infrastructure. As a result, researchers developed example project cost data and model cost ranges by project type. KW - California KW - Case studies KW - Cost data KW - Cost estimating KW - Financing KW - Intercity transportation KW - North Carolina KW - Pacific Northwest KW - Passenger trains KW - Pennsylvania KW - Project costs KW - States KW - Virginia UR - http://tti.tamu.edu/documents/0-4723-1.pdf UR - https://trid.trb.org/view/759663 ER - TY - RPRT AN - 01002900 AU - Wolfe, Michael AU - Troup, Kenneth AU - The North River Consulting Group AU - Federal Highway Administration TI - The Freight Technology Story: Intelligent Freight Technologies and Their Benefits PY - 2005/06 SP - 66p AB - The U.S. Department of Transportation's (DOT's) Federal Highway Administration (FHWA) and the Joint Program Office (JPO) work collaboratively with private industry to identify technologies that improve efficiency and productivity, increase global connectivity, and enhance freight system performance. FHWA and JPO also support their testing and evaluation in the field. Independent evaluation of technology performance, costs, and benefits is a key part of DOT's efforts. This report shares information about the state of the art and the adoption of intelligent freight technologies by industries and their customers. Specifically, the report discusses the innovation and implementation processes for intelligent freight technologies, triggers for and barriers to deployment, the types of intelligent freight technologies and their benefits, and field operational test results. Today, intelligent freight technologies are used to improve freight system efficiency and productivity, increase global connectivity, and enhance freight system security against common threats and terrorism. These technologies are currently deployed in several areas: 1) asset tracking, 2) on-board status monitoring, 3) gateway facilitation, 4) freight status information, and 5) network status information. KW - Asset tracking KW - Benefits KW - Connectivity KW - Costs KW - Deployment KW - Economic efficiency KW - Field tests KW - Freight transportation KW - Gateway facilitation KW - Intelligent freight technologies KW - On-board monitoring KW - Productivity KW - Security KW - State of the art KW - System performance KW - Technological innovations KW - Terrorism KW - Threats UR - http://www.ops.fhwa.dot.gov/freight/intermodal/freight_tech_story/index.htm UR - https://trid.trb.org/view/759037 ER - TY - RPRT AN - 01002887 AU - Porter, Max L AU - Cable, James K AU - Harrington, John F AU - Pierson, Nathan J AU - Post, Anthony W AU - Iowa State University, Ames AU - Federal Highway Administration TI - Field Evaluation of Elliptical Fiber Reinforced Polymer Dowel Performance PY - 2005/06//Final Report SP - 93p AB - Fiber reinforced polymer (FRP) composite materials are making an entry into the construction market in both buildings and pavements. The application to pavements so far has come in the form of joint reinforcement (dowels and tie bars). FRP resistance to salt corrosion in dowels has made it an alternative to standard epoxy-coated steel dowels for pavements. Iowa State University has completed a large amount of laboratory research to determine the diameter, spacing, and durability of FRP dowels. This report documents the performance of elliptical FRP dowels installed in a field situation. Ten joints were monitored in three consecutive test sections, for each of three dowel spacings (10, 12, and 15 inches) including one instrumented dowel in each test section. The modulus of dowel bar support was determined using falling weight deflectometer (FWD) testing and a loaded crawl truck. FWD testing was also used to determine load transfer efficiency across the joint. The long-term performance and durability of the concrete was also evaluated by monitoring faulting and joint opening measurements and performing visual distress surveys at each joint. This report also contains similar information for standard round, medium elliptical, and heavy elliptical steel dowels in a portion of the same highway. In addition, this report provides a summary of theoretical analysis used to evaluate joint differential deflection for the dowels. KW - Composite materials KW - Concrete KW - Differential deflection KW - Dowels (Fasteners) KW - Durability KW - Falling weight deflectometers KW - Faulting KW - Fiber reinforced materials KW - Field studies KW - Inspection KW - Load transfer KW - Pavement distress KW - Pavement joints KW - Pavement performance KW - Performance KW - Polymers KW - Spacing KW - Steel KW - Testing KW - Tie bars UR - http://www.ctre.iastate.edu/reports/frp_dowel.pdf UR - https://trid.trb.org/view/758964 ER - TY - RPRT AN - 01002830 AU - Birgisson, Bjorn AU - Roque, Reynaldo AU - Tia, Mang AU - Masad, Eyad A AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Development and Evaluation of Test Methods to Evaluate Water Damage and Effectiveness of Antistripping Agents PY - 2005/06//Final Report SP - 337p AB - Moisture damage in hot-mix asphalt (HMA) mixtures occurs when water can infiltrate the pavement system. Pore water in mixtures can cause premature failure of HMA pavements, primarily through loss of adhesion between the asphalt binder and the aggregates or the loss of cohesion in the asphalt binder. Loss of adhesion can lead to stripping and raveling. The stripping of asphalt films from the surface of aggregate particles may occur as a result of poor adhesion of the asphalt to aggregate surfaces or displacement of the asphalt films by water which is attracted by hydrophilic aggregates, the latter being considered as true stripping. Siliceous aggregates are generally considered as the source of the problem since forms of crystalline quartz often inhibit the development of good adhesion, and in some cases cannot be coated with asphalt. Liquid antistrip agents are often added to asphalt cements to promote adhesion and prevent stripping. Lime treatment of aggregate prior to production of HMA is considered as an alternative measure in the prevention of stripping. Currently available laboratory testing procedures all evaluate the effects of water damage in the laboratory by measuring the relative change of a single parameter before and after conditioning (i.e., tensile strength ratio, resilient modulus ratio). These parameters do not distinguish between the different mechanisms present in a conditioned mixture, including the identification of the effects of pore water versus actual moisture damage. The current Superpave mixture design specification uses the AASHTO T-283 moisture susceptibility test for determining moisture sensitive mixtures. Most state agencies use AASHTO T-283 test, although there have been questions by the community at large about the accuracy of the test. Frequent false positives and/or negatives have been reported, leading to the initiation of this current study. This report developed test methods and criteria needed to relate mixture characteristics with the potential severity of moisture damage. The results showed that no single mixture property can be used to consistently monitor the effects of moisture damage in mixtures. Therefore, a fundamental theoretical framework for the evaluation of moisture damage in mixtures was developed, along with associated specification parameters. The new theoretical framework is based on the Florida HMA fracture model, developed at the University of Florida. A new moisture conditioning procedure using cyclic pore pressures was also developed based on fundamental considerations. The new conditioning and evaluation methods were tested on mixtures of varying aggregate types and gradations. The results presented show that the Florida HMA fracture mechanics model provides highly consistent evaluation of the level of moisture damage in mixtures. These test methods are also shown to be capable of evaluating the effectiveness of antistripping agents, considered to enhance the adhesion of asphalt binders to aggregate surfaces. KW - Adhesion KW - Aggregates KW - Antistrip additives KW - Asphalt mixtures KW - Bituminous binders KW - Calcium oxide KW - Cohesion KW - Fracture mechanics KW - Hot mix asphalt KW - Laboratory tests KW - Mix design KW - Moisture conditioning KW - Moisture damage KW - Moisture susceptibility KW - Pore pressure KW - Pore water KW - Siliceous aggregates KW - Specifications KW - Stripping (Pavements) KW - Superpave KW - Test procedures UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC354_11_rpt.pdf UR - https://trid.trb.org/view/758967 ER - TY - RPRT AN - 01002827 AU - Braden, Anthony AU - Lopez, Roel R AU - Silvy, Nova J AU - Texas A&M University, College Station AU - Florida Department of Transportation AU - Federal Highway Administration TI - Effectiveness of Fencing, Underpasses, and Deer Guards in Reducing Key Deer Mortality on the US 1 Corridor, Big Pine Key, Florida PY - 2005/06//Final Report SP - 75p AB - Deer-vehicle collisions (DVCs) along a 5.6-km segment of United States Highway 1 (US 1) on Big Pine Key (BPK), Florida is responsible for approximately 26% of endangered Florida Key deer (Odocoileus virginianus clavium) annual mortalities. The Florida Department of Transportation (FDOT) constructed a 2.6-km long system of fencing, 2 underpasses, and 4 experimental deer guards to address DVCs along a portion of the US 1 roadway in 2001-2002. This study evaluated the effectiveness of the project in reducing Key deer mortality by determining (1) survival of radio-collared deer, (2) deer-vehicle collisions on US 1, and (3) the ability of deer to access the fenced segment. No significant difference was found in male or female survival (P>0.05). Key deer-vehicle collisions were reduced by 83-92% inside the fenced segment. However, overall US 1 Key deer-vehicle collisions did not change. Key deer entry into the fenced segment was minimized to 8 deer during the first-year resulting in 2 deer mortalities. Also assessed were the potential impacts of the US 1 corridor project on Key deer movements by determining (1) radio-collared Key deer annual ranges, (2) radio-collared deer corridor movements, and (3) Key deer underpass and corridor use. Female and male ranges and core areas did not change (P>0.05). Deer movements within the US 1 corridor were comparable pre- (6 of 23 radio-collared deer crossed the corridor) and post-project (4 of 16). Infrared-triggered camera data indicate underpass movements increased over time. Collectively, post-project telemetry and camera data indicate US 1 highway improvements have not restricted Key deer movements. Finally, hourly Key deer movement and US 1 traffic patterns were compared to annual US 1 DVCs. Hourly deer movements showed a positive correlation (P=0.012, r=0.505) to hourly DVCs for the full circadian period. Hourly US 1 traffic showed a significant positive relationship (P=0.012, r=0.787) with DVCs only during the night period. Evaluation of hourly deer movements and hourly traffic volume on US 1 found hourly DVCs to be the result of a combination of both variables. KW - Big Pine Key (Florida) KW - Deer KW - Deer guards KW - Deer-vehicle collisions KW - Endangered species KW - Fences KW - Underpasses UR - http://www.fdot.gov/research/Completed_Proj/Summary_EMO/FDOT_BD477_rpt.pdf UR - https://trid.trb.org/view/758960 ER - TY - RPRT AN - 01002274 AU - Phillips, Kimberly A AU - Harlan, Matthew AU - Roberts-Wollmann, Carin L AU - Cousins, Thomas E AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Performance of a Bridge Deck with Glass Fiber Reinforced Polymer Bars as the Top Mat of Reinforcement PY - 2005/06//Final Contract Report SP - 68p AB - The purpose of this research was to investigate the performance of glass fiber reinforced polymer (GFRP) bars as reinforcement for concrete decks. Today's rapid bridge deck deterioration is calling for a replacement for steel reinforcement. The advantages of GFRP such as its high tensile strength, light weight, and resistance to corrosion make it an attractive alternative to steel. The deck of one end-span of the Gills Creek Bridge was constructed with GFRP bars as the top mat and epoxy-coated steel bars as the bottom mat. Live load tests wee performed in 2003, shortly after completion of construction, and again in 2004. In addition, tests were performed on the deck of the opposite end-span, which had all epoxy-coated steel reinforcing. The results of these tests were used to evaluate the girder distribution factors and impact factors of a GFRP reinforced bridge deck. In addition, a comparison of the results from the two test periods gives an indication of any changes in strains in the GFRP bars and if the deck is behaving differently than when first installed. The results were compared to the design standards specified by the American Concrete Institute in the "Guide for the Design and Construction of Concrete Reinforced with FRP Bar" to determine if the GFRP reinforcement had any significant influence on overall bridge behavior. There were no significant differences in the behavior of the deck after 1 year of service and there was no visible cracking. The behavior of the two end-spans was similar, and the measured girder distribution factors were less than the AASHTO design recommendations. The impact factors were less than design values for the 2003 tests but higher than design values for the 2004 tests. Stresses in the GFRP reinforcing bars were much less than the design allowable stress and did not change significantly after 1 year of service. The strain gauges, vibrating wire gauges, and thermocouples in the bridge deck were monitored for approximately 1 year using a permanent data acquisition system. Daily, monthly, and long-term fluctuations in temperature and stresses were examined. The vibrating wire gauges were more reliable than the electrical resistance strain gauges, and the main influence on strain changes was temperature fluctuation. A cost/benefit analysis of using GFRP bars indicates their high initial costs are justified when compared to the costs of a concrete overlay. KW - Benefit cost analysis KW - Bridge decks KW - Corrosion resistance KW - Design standards KW - Distribution factors KW - Epoxy coatings KW - Glass fiber reinforced plastics KW - Lightweight materials KW - Load tests KW - Monitoring KW - Performance KW - Reinforced concrete KW - Reinforcing bars KW - Steel KW - Strain (Mechanics) KW - Strain gages KW - Stresses KW - Structural behavior KW - Temperature KW - Tensile strength KW - Vibrating wire gages UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr24.pdf UR - http://ntl.bts.gov/lib/37000/37200/37247/05-cr24.pdf UR - https://trid.trb.org/view/758124 ER - TY - RPRT AN - 01002271 AU - McGhee, Kevin K AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Texture, Ride Quality, and the Uniformity of Hot-Mix Asphalt Pavements PY - 2005/06//Final Report SP - 21p AB - Two years ago, the author completed a study with researchers at Virginia Tech that was designed to develop a tool to measure and control segregation of hot-mix asphalt pavements. This earlier work focused on the application of high-speed texture measurements and ultimately proposed an approach that would discourage segregation by establishing limits on allowable fluctuation of pavement macrotexture. Rather than emphasize segregation detection and measurement, the proposed special provision promoted new-surface uniformity. The activities discussed in this report represent the next step in the process of understanding the relationship between the uniformity and surface characteristics of hot-mix asphalt. The study documents the typical "texture profile" for Virginia's most common surface mixes. It revisits the texture-fluctuation provision proposed in the earlier project and delves into an expanded use of elevation profiles for promoting uniformity. Although the major findings and conclusions from this work do not specifically support a texture-based "segregation specification," the study does advocate continued dedication to material and construction uniformity. Alternatives to a texture-based specification include quality measures that recognize variability of traditional quality characteristics (such as percent defective and percent within limits specifications) and a new approach to reporting and using ride quality data, i.e., "roughness profiles." Whether specifically required or used voluntarily to comply with provisions that have stringent variability components (e.g., ride, texture, density), a properly functioning and operated material transfer vehicle is a proven contributor to good hot-mix uniformity. If the vehicle (at $900/mile) eliminates an estimated $3,000 per lane-mile loss in service life due to low-level segregation, the benefit-to-cost ratio is greater than 3. KW - Asphalt pavements KW - Benefit cost analysis KW - Hot mix asphalt KW - Macrotexture KW - Ride quality KW - Roughness KW - Segregation (Aggregates) KW - Standardization UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r34.pdf UR - http://ntl.bts.gov/lib/37000/37200/37251/05-r34.pdf UR - https://trid.trb.org/view/758148 ER - TY - RPRT AN - 01002267 AU - Cousins, T E AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Investigation of Long-Term Prestress Losses in Pretensioned High Performance Concrete Girders PY - 2005/06//Final Contract Report SP - 70p AB - Effective determination of long-term prestress losses is important in the design of prestressed concrete bridges. Overpredicting prestress losses results in an overly conservative design for service load stresses, and underpredicting prestress losses can result in cracking at service loads. Creep and shrinkage produce the most significant time-dependent effect on prestress losses, and research has shown that high performance concrete (HPC) and high strength concrete (HSC) exhibit less creep and shrinkage than conventional concrete. For this reason, the majority of traditional creep and shrinkage models and methods for estimating prestress losses, overpredict the prestress losses of HPC and HSC girders. Nine HPC girders, with design compressive strengths ranging from 8,000 psi to 10,000 psi, and three 8,000 psi lightweight HPC (HPLWC) girders were instrumented to determine the changes in strain and prestress losses. Several creep and shrinkage models were used to model the instrumented girders. For the HPLWC, each model overpredicted the long-term strains, and the Shams and Kahn model was the best predictor of the measured strains. For the normal weight HPC, the models underestimated the measured strains at early ages and overestimated the measured strains at later ages, and the B3 model was the best predictor of the measured strains. The PCI-BDM model was the most consistent model across all of the instrumented girders. Several methods for estimating prestress losses were also investigated. The methods correlated to HSC, the PCI-BDM and NCHRP 496 methods, predicted the total losses more accurately than the methods provided in the AASHTO specifications. The newer methods overpredicted the total losses of the HPLWC girders by no more than 8 ksi, and although they underpredicted the total losses of the normal weight HPC girders, they did so by less than 5 ksi. KW - Bridge design KW - Compressive strength KW - Creep KW - Estimating KW - Girders KW - High performance concrete KW - High strength concrete KW - Lightweight concrete KW - Mathematical models KW - Overprediction KW - Prestress losses KW - Prestressed concrete bridges KW - Shrinkage KW - Strain (Mechanics) KW - Underprediction UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr20.pdf UR - http://ntl.bts.gov/lib/37000/37200/37246/05-cr20.pdf UR - https://trid.trb.org/view/758122 ER - TY - RPRT AN - 01002011 AU - Zwahlen, Helmut T AU - Oner, Erdinc AU - Badurdeen, F Fazleena AU - Russ, Andrew AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Human Factors Opportunities to Improve Ohio's Transportation System PY - 2005/06//Final Report SP - 299p AB - The aim of this study was to identify opportunities to apply human factors principles and research to improve Ohio's transportation system. The Office of Traffic Engineering assigned 13 topic areas to provide information and the study was limited to these topics even though there may have been other areas that are important from a human factors perspective. The topic areas included: rumble strips, changeable message signs (CMS), work zone delineation, half-size pavement markings, accident mitigation, older drivers, traffic signal operations, highway lighting, curve delineation, wet/dark delineation, raised pavement markings (RPM), information dissemination, and work zone safety. The aim was to identify opportunities to improve each of these areas by providing the human factors rationale and make recommendations to the Ohio Department of Transportation (ODOT) that can be adopted to improve Ohio's transportation system. For each topic area an extensive literature survey, using published documents as well as web-based sources, was conducted to identify research that has been done by others in the United States and in other countries. A statewide DOT survey was conducted to determine the best practices of other states with respect to each area. In addition, a product survey was conducted to identify promising new products. Based on this information, human factors opportunities in each area were identified. Considerable information was found in the following topic areas: rumble strips and accident mitigation. Some information was found in the topics of work zone safety, CMS, older drivers, work zone delineation, curve delineation, and information dissemination. Little information was available on RPM, highway lighting, traffic signal operations, half-size pavement markings, and wet/dark delineation. KW - Accident mitigation KW - Aged drivers KW - Best practices KW - Delineation KW - Highway curves KW - Human factors KW - Information dissemination KW - Literature reviews KW - New products KW - Night KW - Ohio KW - Raised road markings KW - Research KW - Road markings KW - Rumble strips KW - State departments of transportation KW - Street lighting KW - Surveys KW - Traffic signals KW - Variable message signs KW - Wet weather KW - Work zone safety KW - Work zone traffic control UR - http://www.dot.state.oh.us/research/2005/Traffic/134154-FR.pdf UR - http://ntl.bts.gov/lib/56000/56000/56065/OH_134154-FR.PDF UR - https://trid.trb.org/view/757552 ER - TY - RPRT AN - 01001572 AU - Malone, Stephen AU - Eberhard, Marc O AU - LaBelle, Jay AU - Ranf, Tyler AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Information Tools to Improve Post-Earthquake Prioritization of WSDOT Bridge Inspections PY - 2005/06//Final Research Report SP - 57p AB - University of Washington researchers developed information tools to increase the speed and efficiency of Washington State Department of Transportation (WSDOT) post-earthquake response and recovery efforts. The researchers upgraded the Pacific Northwest Seismograph Network (PNSN) ground-motion processing software to rapidly generate and disseminate "ShakeMaps," which are maps of earthquake intensity. The researchers also implemented two procedures to estimate the likelihood of slight (or greater) bridge damage; these procedures are based on the intensity of earthquake shaking (obtained from the ShakeMaps) and on each bridge's location, year of construction, and bridge type (obtained from the Washington State Bridge Inventory). The first procedure, developed at the University of Washington, is based on observations of bridge damage from the 2001 Nisqually earthquake. The second procedure is contained in the Federal Emergency Management Agency HAZUS software for predicting the lowest level of damage. Shortly following an earthquake, e-mail and pager alert messages will be sent to WSDOT personnel notifying them of the preliminary earthquake magnitude and epicenter. ShakeMaps and a prioritized list of bridges (ranked by likelihood of bridge damage) will be available on a Web server at the University of Washington and will be pushed to a WSDOT FTP server. KW - Bridges KW - Earthquake damage KW - Earthquakes KW - Inspection KW - Maps KW - Nisqually Earthquake (Washington) KW - Pacific Northwest Seismograph Network KW - Software KW - Strategic planning UR - http://depts.washington.edu/trac/bulkdisk/pdf/602.1.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/602.1.pdf UR - https://trid.trb.org/view/757365 ER - TY - RPRT AN - 01001558 AU - Mullis, Cole AU - Shippen, Norris AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Automated Data Collection Equipment for Monitoring Highway Condition PY - 2005/06//Final Report SP - 134p AB - This study was conducted to evaluate automated vehicle mounted equipment to collect data on the needs of Oregon's highway inventory. Four vendors accepted invitations to evaluate their equipment. Although the Oregon Department of Transportation (ODOT) had conducted a similar evaluation in 1997, vendors claimed that improved technology had solved past problems. The evaluation included an assessment of the machines' performance in a survey of pavement condition, road roughness and the ODOT video log program. Because the video log and the road roughness inventories had been already automated (although not combined), the main focus of the evaluation was on the pavement condition rating. Several test sections on the state highway system were selected, including both asphalt and concrete pavements in various states of wear. A standard value for the condition of these sections was established by a conventional "walk and look" survey by experienced ODOT pavement unit staff members. Also a survey was made by three rating crews, typically used by ODOT in assessing pavement condition. A comparison was made between the crews' ratings, those of the automated equipment, and the "ground truth" established by ODOT staff. The analysis of ratings showed that those of the rating crews were closer to the ground truth than the automated equipment ratings were. KW - Asphalt pavements KW - Automation KW - Concrete pavements KW - Condition surveys KW - Data collection KW - Equipment tests KW - Evaluation and assessment KW - Monitoring KW - Oregon KW - Performance KW - Roughness KW - Vehicle body parts KW - Video logging UR - http://egov.oregon.gov/ODOT/TD/TP_RES/docs/Reports/AutomatedDataCollection.pdf UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/AutomatedDataCollection.pdf UR - https://trid.trb.org/view/757501 ER - TY - RPRT AN - 01001470 AU - Yoon, Jaewan AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Development of Geotechnical Analysis and Design Modules for the Virginia Department of Transportation Geotechnical Database PY - 2005/06//Final Contract Report SP - 28p AB - In 2003, an Internet-based Geotechnical Database Management System (GDBMS) was developed for the Virginia Department of Transportation (VDOT) using distributed Geographic Information System (GIS) methodology for data management, archival, retrieval, and analysis. The system has been used for accessing geotechnical data pertaining to the Hampton Road Third Crossing project and the Woodrow Wilson Bridge Route 1 Interchange. As the rate of utilization of the GDBMS grew, VDOT engineers recognized the need for additional engineering analysis and design functionalities. In response, five geotechnical engineering applications used to calculate slope stability and foundation pile capacity were identified. Analysis and Design Modules (ADMs) for these five applications were designed, developed, and implemented in the existing GDBMS. ADMs were designed to extract, filter, translate, and generate input data sets automatically when a borehole site is selected using a graphical user interface. Thus, ADMs facilitate engineering analysis and design by automatically generating input data sets, enhancing productivity. In addition to the ADMs, a powerful new borehole data search algorithm, GDBMS Borehole Search Rabbit, was developed to augment the existing search functionality. This new search algorithm provides both hierarchical and partial search capabilities based on GDBMS site module, VDOT project number, source level gINT project file, and boring site ID. Once a borehole data search is completed, VDOT engineers can directly access particular site data in various formats such as the original legacy data format, translated standard data format, gINT and Excel files of translated standard data format, and borehole data log and laboratory results. A cost-benefit analysis determined that approximately 1,120 hours of engineering time can be saved by using ADMs with a total annual cost savings of $112,000. VDOT's GDBMS can be accessed on the Internet at http://172.16.20.2 and at http://gis.virginiadot.org/GDBMS_menu.htm. KW - Algorithms KW - Bearing capacity KW - Benefit cost analysis KW - Boreholes KW - Data analysis KW - Data format KW - Database management systems KW - Databases KW - Geographic information systems KW - Geotechnical engineering KW - Internet KW - Modules (Database specifications) KW - Pile foundations KW - Sets KW - Slope stability KW - Time savings KW - Websites (Information retrieval) UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr23.pdf UR - https://trid.trb.org/view/757270 ER - TY - RPRT AN - 01001465 AU - Cottrell, B H AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Guidelines for Developing Transportation Management Plans in Virginia PY - 2005/06//Final Report SP - 46p AB - A transportation management plan (TMP) is a comprehensive program of traffic control, communication, operation, and demand management strategies designed to maintain acceptable levels of traffic flow in work zones. A systematic procedure and/or checklist is needed for developing plans to lessen the impact of construction projects that restore or improve highways. The purpose of this research was to establish guidelines for developing TMPs for construction projects. Three questions were addressed by the guidelines: When should a TMP be developed? How should a TMP be developed? What should be in a TMP? The Federal Highway Administration published the "Final Rule on Work Zone Safety and Mobility" on September 9, 2004. It facilitates the comprehensive consideration of the broader safety and mobility impacts of work zones across project development stages and the adoption of additional strategies including TMPs that help manage these impacts during project implementation. Guidelines for TMPs were derived from a draft implementation guide for the final rule with minor revisions. TMPs may consist of up to three components: (1) a temporary traffic control plan that describes traffic control measures used to facilitate road users through a work zone; (2) transportation operations strategies that will be used to ease work zone impacts; and (3) public information strategies to inform those affected by the project of the expected work zone impacts and changing conditions. At a minimum, each TMP should have a temporary traffic control plan. It is recommended that the Virginia Department of Transportation implement the guidelines developed in this study. KW - Guidelines KW - Highway operations KW - Highway traffic control KW - Mobility KW - Public information programs KW - Strategic planning KW - Transportation management plans KW - Virginia KW - Work zone safety KW - Work zone traffic control UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r33.pdf UR - http://ntl.bts.gov/lib/37000/37200/37245/05-r33.pdf UR - https://trid.trb.org/view/757278 ER - TY - RPRT AN - 01001460 AU - Soltesz, Steve AU - Oregon Department of Transportation AU - Federal Highway Administration TI - The Effect of Crack Motion during Epoxy Crack Injection and Curing PY - 2005/06//Final Report SP - 54p AB - One strategy to regain structural integrity of cracked reinforced concrete bridge deck girders is to inject the cracks with epoxy. Many bridge owners allow all traffic to use the bridge during injection and curing, while other bridge owners restrict traffic to produce a hold time in which cracks do not open and close. This research study used a laboratory setup to determine the effect of temperature and hold time on epoxy undergoing curing. The comparative measure was the tensile strength of the epoxy after curing. The results showed that traffic should be restricted to stop the crack motion during injection and until the epoxy sets. After the epoxy has set, crack motion while the epoxy undergoes full cure degrades the tensile strength of the epoxy, but not to levels that would affect the structural integrity of the beam. KW - Bridge decks KW - Concrete curing KW - Cracking KW - Epoxy resins KW - Girders KW - Injection KW - Reinforced concrete KW - Structural integrity KW - Temperature KW - Tensile strength KW - Traffic restraint UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/CrackInjection.pdf UR - https://trid.trb.org/view/757121 ER - TY - RPRT AN - 01001261 AU - McHattie, Robert L AU - Inkworks AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Materials Application Rates for Dense-Graded Asphalt Surface Treatments Using High Float Emulsion PY - 2005/06//Final Report SP - 30p AB - Asphalt surface treatment (AST) pavements using high float emulsions and dense-graded aggregates have been used for more than 20 years in Alaska. However, the normally positive economics of these pavements have sometimes been offset by problems during or after construction. The general intent of this report is to provide information that improves the constructability and long-term performance of high float pavements. Alaska Department of Transportation and Public Facilities engineers and contractors argued that most problems could be solved if a mix design method were devised to ensure compatibility between emulsion and aggregate and optimum application rates of emulsion and aggregate. This is the first documented attempt to pursue this goal by developing a high float mix design method for use in Alaska. This report presents an outline of the mix design method, an example application of the method and a discussion of the reasons supporting each element of the mix design method. The mix design method determines application rates of high float emulsion and dense-graded aggregate based on simple volumetric calculations. The method recommends development of new laboratory test methods for determining aggregate density and emulsion/aggregate bond. The method requires that 15% additional aggregate be added to the design amount determined through voids calculations. The additional aggregate is intended to aid compaction of an otherwise very thin layer of AST pavement (AST thickness usually less than 1 in.). Before brooming, the additional aggregate also protects the AST from direct traffic action while curing allows development of aggregate/asphalt bonding. KW - Alaska KW - Asphalt emulsions KW - Bonding KW - Compaction KW - Dense graded aggregates KW - Laboratory tests KW - Mix design KW - Pavement performance KW - Road construction KW - Surface course (Pavements) KW - Thickness UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_05_03.pdf UR - https://trid.trb.org/view/757015 ER - TY - RPRT AN - 01000950 AU - Chen, C S AU - Cottrell, B H AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Guidelines for Using Centerline Rumble Strips in Virginia PY - 2005/06//Final Report SP - 43p AB - Following the wide and successful use of continuous shoulder rumble strips, many state departments of transportation (DOTs) installed centerline rumble strips (CLRS) on rural two-lane and undivided multilane highways in an effort to reduce cross-over-the-centerline (COCL) crashes. COCL crashes include head-on, sideswipe opposite direction, fixed object run-off-the-road left, and non-collision. The purpose of this research was to develop guidelines for using CLRS in Virginia based on a review of best practices and the analysis of Virginia COCL crash data from 2001 through 2003. The analysis procedures included data query and analyses of crash frequency, density, and rate. Areas and route locations with the highest COCL crashes and densities were identified as potential candidate sites for CLRS. As of 2003, 24 state DOTs and two Canadian provinces were using CLRS. They are generally installed on a case-by-case basis. CLRS design patterns vary greatly among states, but the most commonly used types are continuous grooves 12 to 16 in. in length, 6 to 7 in. in width, and 0.5 in. in depth spaced 12 or 24 in. apart. The optimal CLRS patterns remain unknown. Data analyses revealed that the distribution of COCL crashes in Virginia varied significantly with roadway system, road type, jurisdictional area, and road location. The statewide COCL crash densities were 0.13 and 0.71 crash per mile for secondary and primary roads, respectively. Fixed object run-off-the-road left was the predominant type of COCL crash followed by sideswipe opposite direction and head-on for undivided roads. The crash density of the primary system was 4.5 times higher than that of the secondary system. Guidelines were developed that outline the application of CLRS, design dimensions, installation and maintenance, and other issues. The authors recommend that the Virginia Department of Transportation's Traffic Engineering Division implement the guidelines as a division memorandum. Although a benefit-cost ratio for this recommendation will vary with each site, a sample estimated benefit-cost ratio was at least 7.6 per mile. KW - Accident density KW - Benefit cost analysis KW - Center lines KW - Crossover accidents KW - Design KW - Frontal crashes KW - Guidelines KW - Installation KW - Maintenance KW - Multilane highways KW - Prevention KW - Primary highways KW - Ran off road crashes KW - Rumble strips KW - Rural highways KW - Safety KW - Secondary roads KW - Side crashes KW - Two lane highways KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r30.pdf UR - http://ntl.bts.gov/lib/37000/37200/37238/05-r30.pdf UR - https://trid.trb.org/view/756737 ER - TY - RPRT AN - 01109141 AU - Kimley-Horn and Associates, Incorporated AU - ConSysTecCorp AU - Texas Department of Transportation AU - Federal Highway Administration TI - State off Texas ITS Archiitectures and Deployment Plans Paris Region PY - 2005/05/31/Executive Summary SP - 24p AB - The Federal Highway Administration (FHWA) issued a final rule to implement Section 5206(e) of the Transportation Equity Act for the 21st Century (TEA-21) in January of 2001. This final rule requires that Intelligent Transportation System (ITS) projects funded through the Highway Trust Fund conform to the National ITS Architecture and applicable standards. The rule went in to effect on April 8, 2005. After that date, any region with existing ITS deployments must have an ITS architecture in order to receive federal funding for ITS projects. To meet these requirements and ensure future federal funding eligibility for ITS, the Texas Department of Transportation (TxDOT) initiated the development of regional ITS architectures throughout the State of Texas. There are several metropolitan areas in the state that already have ITS architectures in place or under development. The focus of the State of Texas Regional ITS Architectures and Deployment Plans program is to develop architectures in those areas outside of the Austin, Houston, Dallas, Fort Worth, and San Antonio Regions. TxDOT expanded upon the ITS architecture requirements outlined in the FHWA Final Rule by including an ITS deployment plan as part of the regional efforts. The regional ITS architecture provides a framework for ITS systems, services, integration, and interoperability, and the regional ITS deployment plan identifies specific projects and timeframes for ITS implementation to support the vision developed by stakeholders in the architecture. TxDOT’s process for developing the regional ITS architectures and deployment plans followed a consensus-based approach to meeting the requirements in the FHWA Final Rule and supporting guidelines. This process was further tailored to meet the specific multi-agency needs of these regional plans, and was structured around stakeholder input and involvement. The addition of an ITS deployment plan provides a tangible road map for regional ITS deployment and integration. KW - Federal funding KW - Final Rule KW - Highway operations KW - Highway Trust Fund KW - Integrated systems KW - Intelligent transportation systems KW - ITS deployment KW - System architecture KW - Texas KW - Transportation Equity Act for the 21st Century KW - Transportation planning UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14311.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14311_files/14311.pdf UR - https://trid.trb.org/view/868643 ER - TY - RPRT AN - 01025524 AU - Ozbay, Kaan AU - Holguin-Veras, Jose AU - Yanmaz-Tuzel, Ozlem AU - Mudigonda, Sandeep AU - Lichtenstein, Alan AU - Robins, Martin AU - Bartin, Bekir AU - Cetin, Mecit AU - Xu, Ning AU - Zorrilla, Juan C AU - Xia, Shuwen AU - Wang, Qian AU - Silas, Michael AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Evaluation Study of New Jersey Turnpike Authority's Time of Day Pricing Initiative PY - 2005/05/31/Final Report SP - 348p AB - In September 2000, the New Jersey (NJ) Turnpike Authority introduced E-ZPass technology along with the first stage of its time of day pricing program. In January 2003, toll levels for each time period and vehicle type were increased as part of the second stage of the NJ Turnpike time of day pricing program. The project had three main focus areas: Traffic Impacts, Behavioral Impacts and Media and Decision Makers Responses. In the first area, aggregate traffic counts and disaggregate vehicle-by-vehicle traffic and travel time information were used to quantify the impacts of the two phases of the time of day pricing program on the time of day choices of users. In addition, a simulation and toll plaza model were developed to assess the before and after toll plaza and facility-wide throughput, delays both at the toll plazas and mainline, and emissions. In the second focus area, traveler surveys were conducted with passenger cars to gain insights on the behavioral changes, and to evaluate the economic value of travel time savings and elasticities of NJ Turnpike users. Finally, in the third focus area the acceptability of the time of day pricing program among media and decision makers was investigated. The aggregate analysis revealed a shift in traffic to off-peak periods after the first phase of time of day pricing program, and a shift to peak periods after the second phase. The disaggregate analysis indicated that given the small toll differential between peak and off-peak periods, commuters responded more to congestion (lower travel times) than slightly higher tolls, and second phase of the time of day pricing program did not have a statistically significant impact on the traffic patterns of the NJ Turnpike. Simulation results revealed that from 2000 to 2001 the average trip delay was reduced by about 3-18%, E-ZPass was observed to reduce the toll plaza delays by 44-74%, and there was a 10.7% reduction in vehicles emission levels. However, after 2001 emissions slightly increased due to the increasing demand. In addition, the NJ Turnpike users had relatively high value of travel (VOT) values ($15/hr-$20/hr) and low elasticity values (between -0.06 and -0.18), indicating that they give higher values to travel time savings compared to other toll road users in the United States (U.S.). KW - Aggregate analysis (Statistics) KW - Before and after studies KW - Behavioral impacts KW - Commuters KW - Decision makers response KW - Disaggregate analysis KW - E-ZPass KW - Elasticity (Economics) KW - Evaluation KW - Exhaust gases KW - Impact studies KW - Mass media KW - Media response KW - New Jersey KW - New Jersey Turnpike KW - Off peak periods KW - Peak periods KW - Periods of the day KW - Road pricing KW - Simulation KW - Surveys KW - Toll plazas KW - Tolls KW - Traffic congestion KW - Traffic counts KW - Traffic delays KW - Traffic patterns KW - Traffic throughput KW - Travel patterns KW - Travel time KW - Value of time UR - http://cait.rutgers.edu/files/FHWA-NJ-2005-012.pdf UR - https://trid.trb.org/view/782541 ER - TY - RPRT AN - 00989200 AU - Rangaraju, P R AU - Edlinski, J AU - Amikhanian, S AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - EVALUATION OF SOUTH CAROLINA AGGREGATE DURABILITY PROPERTIES PY - 2005/05/31 SP - 57 p. AB - Traditionally, the Los Angeles abrasion and impact test and the sodium sulfate soundness test have been used by the South Carolina Department of Transportation to evaluate abrasion resistance/toughness and soundness of aggregate sources, respectively. Historical experience has indicated that neither of these two test procedures adequately predicts the field performance of the aggregates. Recent research studies have indicated that the micro-Deval abrasion test and the magnesium sulfate soundness test are better tests in assessing the properties of aggregates and show a good correlation with field performance of the aggregates. The objective of this research study was to conduct the micro-Deval abrasion test and the magnesium sulfate soundness test on 23 different sources of aggregates commonly used in South Carolina and correlate the results with those of the Los Angeles abrasion and impact test and the sodium sulfate soundness test. Also, the results from each of the tests were correlated to field performance of the aggregates. Based on this study, the micro-Deval abrasion test was shown to provide a better correlation with field performance than any of the other three tests. A micro-Deval loss value of 17% was found to be satisfactory in classifying "good" aggregates from those considered either "fair" or "poor" performing in the field. The magnesium sulfate soundness test did not appear to provide any better measure of aggregate soundness as compared with the sodium sulfate soundness test. KW - Abrasion tests KW - Aggregates KW - Correlation analysis KW - Durability KW - Performance KW - Soundness test KW - South Carolina KW - Test procedures UR - https://trid.trb.org/view/754983 ER - TY - ABST AN - 01463087 TI - Performance Measures for Snow and Ice Control Operations AB - Monitoring the performance in snow and ice control operations has become an increasingly important task for highway agencies and contractors because of the limited resources available to highway agencies and the increased outsourcing of these activities. Different performance measures have been used both in the United States and abroad but with varying degrees of success. There are no widely accepted measures applicable to different roadway classifications and storm characteristics. Research is needed to evaluate potential measures of performance and identify or develop appropriate measures of performance for all roadway classifications and storm characteristics. This information will help highway agencies and their contractors monitor the level of performance and make appropriate adjustments to improve performance or reduce cost, thereby effectively managing resources for snow and ice control operations and achieving the best possible value for the public dollar. The objective of this research project is to recommend methods and measures for assessing agency and contractor performance in snow and ice control operations. The research shall cover all road classifications. KW - Condition surveys KW - Highway safety KW - Maintenance management KW - Maintenance practices KW - National Cooperative Highway Research Program KW - Performance based specifications KW - Performance evaluations KW - Research projects KW - Snow and ice control UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=884 UR - https://trid.trb.org/view/1231312 ER - TY - ABST AN - 01460603 TI - Research for AASHTO Standing Committee on Highways. Task 203. Update of AASHTO Maintenance Manual to Include Systems Operations and Management AB - This study will develop a new chapter on Systems Operations and Management for AASHTO's Maintenance Manual. The consultant submitted a detailed outline of the chapter; the panel reviewed and approved the outline. Work is progressing toward completion in March 2006. KW - Maintenance KW - Maintenance management KW - Manuals KW - National Cooperative Highway Research Program KW - Operations KW - Research projects KW - Systems UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1219 UR - https://trid.trb.org/view/1228820 ER - TY - RPRT AN - 01016502 AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Pueblo Freeway Management System (FMS) Final Report PY - 2005/05/16/Final Report SP - 3p AB - The Pueblo Freeway Management System (FMS) was a FY00 earmarked project. The objective of the project was to enable the Colorado State Patrol (CSP), the City of Pueblo Police Department (PPD), and CDOT (both Region 2 and Colorado Traffic Management Center or CTMC in Denver) to remotely monitor roadway conditions and to deliver travel information to motorists along sections of I-25 and US50 in the City of Pueblo. Since its construction in October 2002, the system has improved incident management and responsive time, has enabled CDOT to monitor traffic conditions, has enhanced communications, and has allowed CDOT Region 2 to expand its Intelligent Transportation System (ITS) in the region. The system has become a very important element of the CDOT Region 2 ITS Architecture. KW - Communications KW - Freeway management systems KW - Highway traffic KW - Incident management KW - Intelligent transportation systems KW - Monitoring KW - Pueblo (Colorado) KW - System architecture KW - Traffic control centers KW - Traffic incidents KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14176.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14301_files/14301.pdf UR - https://trid.trb.org/view/772962 ER - TY - RPRT AN - 01019055 AU - Sarasua, Wayne A AU - Davis, William J AU - Chowdhury, Mashrur AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Evaluation of Interstate Highway Capacity in Short-term Work Zones: Phase 2 PY - 2005/05/15/Final Report SP - 50p AB - The South Carolina Department of Transportation (SCDOT) initiated a research study to quantitatively examine the development and implementation of a methodology for use in determining an updated lane closure policy within work zones along the interstate highway system. Phase 1 of the research presented several findings as discussed in the phase 1 final report published in 2003 (FHWA-SC-03-02). Phase 2 of this research addresses some of the research needs identified in the final report for the first phase. Specific emphasis of the study focused on determining the number of vehicles per lane per hour that can pass through short-term, interstate work zone lane closures, with minimum or acceptable levels of delay. The research tasks included a literature review and survey of states; instrumentation and field data collection; and data analysis and methodology development. A software tool based on the methodology was also developed. This report documents the work conducted on this project with particular emphasis on research conducted during the project's second phase. KW - Data analysis KW - Data collection KW - Development KW - Field data KW - Highway capacity KW - Implementation KW - Instrumentation KW - Interstate highways KW - Lane closure KW - Literature reviews KW - Methodology KW - Policy KW - Research KW - Software KW - South Carolina KW - States KW - Surveys KW - Traffic delays KW - Traffic flow rate KW - Work zones UR - https://trid.trb.org/view/771728 ER - TY - ABST AN - 01460728 TI - Integrating Geo-Spatial Technologies into the Right-of-Way Data-Management Process AB - Right-of-way (ROW) issues commonly cause project delay and increased costs. While many state DOTs use technology such as Computer-Aided Drafting and Design (CADD) to draft right-of-way plans, the final, approved plans are often manually recorded and filed on paper or mylar. Posting and storing such data by hand is obsolete, inefficient, and unresponsive to the demands of modern project management, encumbering multiple users from conveniently accessing real-time ROW information and resulting in undue delay and cost overruns. Moreover, paper and mylar records are more vulnerable to damage or destruction in the event of fire, flooding, or other catastrophic event. Manually recorded ROW information includes agency ownership, appraisal information, acquisition status, and property-management functions that are important for addressing real estate issues, utilities, environmental permitting and mitigation, access management, maintenance, and programming. Electronic management of this information improves coordination and consistency of data, leading to reduced project delivery delays caused by ROW acquisition. In addition, the ability to retrieve these data electronically provides fast, convenient, and consistent access to all users, reducing the time and expense needed to ship documents; eliminating repetitive entries; minimizing data-entry errors caused by multiple formats; and ultimately saving money for the DOTs. Electronic management of real estate information could improve coordination with local jurisdictions and provide appropriate data to the public on agency ownership of property. The automation of ROW functions and development of data-integration models using existing technology, including geo-spatial applications, are needed to enable multiple users to access the ROW information quickly and easily. Identifying the data elements needed to support the automation of ROW functions is the first step in the development of fully operational systems that integrate geo-spatial technologies into the ROW process. The objectives of this research are to (1) identify the data elements that need to be included in a data model for a ROW information system that includes a geo-spatial component and (2) provide examples of return on investment when geo-spatial capabilities are added to such systems. KW - Access control (Transportation) KW - Database management systems KW - National Cooperative Highway Research Program KW - Project management KW - Real estate development KW - Real time information KW - Research projects KW - Right of way (Land) KW - Right of way (Traffic) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=931 UR - https://trid.trb.org/view/1228946 ER - TY - ABST AN - 01460726 TI - Best Practices to Enhance the Transportation/Land-Use Connection in Rural America AB - The objective of this project is to provide a "best practices" guidebook including case studies that address key, common transportation issues in rural areas associated with development and growth or decline. KW - Best practices KW - Land use KW - Land use planning KW - National Cooperative Highway Research Program KW - Research projects KW - Rural areas KW - Rural development KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=928 UR - https://trid.trb.org/view/1228944 ER - TY - RPRT AN - 01016456 AU - Verhyen, John F AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - State Patrol Mobile Data Communications Network Phase II - Final Report and Local Evaluation PY - 2005/05/12/Final Report SP - 16p AB - The Wisconsin Department of Transportation (WisDOT) has implemented a statewide digital microwave backbone infrastructure that is used to transport communications voice and data information for 161 public safety agencies throughout the State of Wisconsin. The information that is transported on the microwave system includes but is not limited to: routine daily voice communications, incident voice communications, driver license, license plate, criminal history, road sensor and Commercial Vehicle Information Systems and Networks (CVISN) information. Other low bandwidth roadway data that has or will be earmarked for transport by the statewide backbone infrastructure are included as well. The transported information is or will be available to Transportation Operating Centers (TOC), dispatch centers, public safety vehicles and emergency management centers. The reason this funding was requested is that the WisDOT needed to expand and upgrade the statewide backbone infrastructure into in rural areas that presently do not have radio coverage. Public safety agencies in these areas cannot access the information that is available to agencies within the radio coverage areas. Most of the information that is transported on the backbone infrastructure is of a critical nature. Agencies not able to receive the information that is pertinent to their activity at any given time have a substantial safety risk. This risk does not only affect the agency itself but also affects the general public of which some portion is involved in most incidents either directly or indirectly. Part of the reason for the critical nature of the coverage in rural areas is that many times public safety personnel work alone. Their only help comes from the information that they can receive from the radio communications infrastructure they operate on. The statewide microwave backbone infrastructure allows them access to any information they need to efficiently and safely perform their duties. KW - Commercial vehicle operations KW - Criminal histories KW - Data communications KW - Digital communication systems KW - Driver licenses KW - Evaluation KW - Information systems KW - License plates KW - Microwave communication systems KW - Mobile communication systems KW - Networks KW - Personnel KW - Radio KW - Rural areas KW - Safety KW - Sensors KW - Traffic incidents KW - Voice communication KW - Wisconsin UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14170.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14170_files/14170.pdf UR - https://trid.trb.org/view/772960 ER - TY - RPRT AN - 01003751 AU - Kim, Y Richard AU - King, Mark AU - Momen, Mostafa AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Typical Dynamic Moduli for North Carolina Asphalt Concrete Mixes PY - 2005/05/09/Final Report SP - 260p AB - This report presents results from an experimental study on the dynamic modulus testing of hot mix asphalts (HMAs) in uniaxial compression and indirect tension (IDT) modes. The study includes 42 mixtures that are commonly used in North Carolina and have varying aggregate sources, aggregate gradations, asphalt sources, asphalt grades, and asphalt contents. The procedures outlined in the AASHTO TP 62-03 "Standard Method of Test for Determining Dynamic Modulus of Hot-Mix Asphalt Concrete Mixtures" have been modified in this study by reducing the number of test temperatures from five to four and by increasing the number of loading frequencies. This modified four-temperature protocol resulted in a reduction of the testing time. The dynamic modulus database developed from the axial compression testing was used to evaluate the prediction accuracy of the two dynamic modulus predictive models that are currently available, i.e., the Witczak and Hirsch models. A case study was conducted to determine the effects of predictive errors on the fatigue cracking and rutting performance of HMA pavements. The database was also used to investigate the effects of different mixture variables on the dynamic modulus. It was found that the binder variables (i.e., the source, performance grade, and content) have a much more significant effect on the dynamic modulus than the aggregate variables (i.e., source and gradation). An analytical solution to determine the dynamic modulus, phase angle, and Poisson's ratio using the IDT test was developed using the theory of linear viscoelasticity. The resulting IDT dynamic modulus was found to be statistically the same as the dynamic modulus determined from the axial compression testing about 80% of the time. It was found that the amount of variability between replicates increases as the nominal maximum aggregate size (NMAS) increases. The digital image correlation (DIC) method, a noncontact, full-field displacement measurement technique, was employed to investigate the relationship between the displacement gauge length in the IDT test and the NMAS. KW - Accuracy KW - Aggregate gradation KW - Aggregates by source KW - Asphalt content KW - Asphalt grades KW - Asphalt mixtures KW - Case studies KW - Digital image correlation KW - Dynamic modulus of elasticity KW - Fatigue (Mechanics) KW - Hot mix asphalt KW - Indirect tension test KW - Mathematical prediction KW - Nominal maximum aggregate size KW - North Carolina KW - Pavement cracking KW - Phase angle KW - Poisson ratio KW - Rutting KW - Temperature KW - Test protocols KW - Time savings KW - Uniaxial compression KW - Viscoelasticity UR - http://www.ncdot.org/planning/development/research/download/2003-09FinalReport.pdf UR - https://trid.trb.org/view/759884 ER - TY - ABST AN - 01464656 TI - Lane Departure Video AB - Background: NCHRP Project 17-18(3) developed several guides on reducing lane departure crashes. Sixteen states are participating in the "Lead State" effort to develop a plan and implement the strategies outlined in the guides. A Video News Release (VNR) is proposed to assist the states in their implementation efforts. The purpose of the VNR is to make citizens in the states that are participating in the NCHRP 17-18 "Lead State" initiative (1) aware of the significant contribution of "Lane Departure" crashes to the state's highway crash mortality and morbidity problem, and (2) inform them of the state's efforts to craft a comprehensive highway safety plan to reduce road departure crashes, deaths and injuries statewide.

Objective: The objective of this project is to produce a video news release for distribution by state DOTs to television stations in their state.

Tasks: To accomplish the objective, the following tasks are envisioned: (1) Participate in a pre-production meetings and consultation with the NCHRP staff. (2) Develop the script conceptualization and prepare the draft script. (3) After approval of the script by NCHRP conduct the location videotaping. (4) Submit the work edit tape for review by the NCHRP. (5) Based on the Task 4 review make changes as needed to work edit tape.
(6) Submit the 16 finished VNR's, B-roll of interviews, statistics, images, other video materials, audio sound bites, and script material for each state for local station lead-ins and production.

Status: The video news release has been distributed to the state DOTs.

Product Availability: No products are available.
KW - Fatalities KW - Lane departures KW - Mortality rates KW - Ran off road crashes KW - Traffic crashes KW - Traffic safety KW - Video cameras KW - Videotapes UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=444 UR - https://trid.trb.org/view/1232888 ER - TY - ABST AN - 01460597 TI - Research for AASHTO Standing Committee on Highways. Task 194. Consistency of Titles for AASHTO Publications AB - This study will develop definitions for the various terms used to categorize AASHTO engineering publications, determine legal implications, and develop a guide and template for naming publications. Agency Final Report (338 KB, 39 pp.) available in Adobe PDF. KW - American Association of State Highway and Transportation Officials KW - Consistency KW - Definitions KW - Development KW - Documents KW - Engineering KW - Guidelines KW - Legal factors KW - Manuals KW - National Cooperative Highway Research Program KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1535 UR - https://trid.trb.org/view/1228814 ER - TY - ABST AN - 01459044 TI - AASHTO Modifications of Consultant Reports AB - No summary provided. KW - Consultants KW - National Cooperative Highway Research Program KW - National security KW - Reports KW - Research projects KW - Security UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1227256 ER - TY - ABST AN - 01458670 TI - Enhanced State DOT Participation in NTI Train-the-Trainer Workshops for Security Awareness AB - NTI has developed and delivered security awareness training for several modes. Training is available at no charge to state DOTs, by direct delivery and train-the-trainer versions. KW - Awareness KW - National Cooperative Highway Research Program KW - Research projects KW - Security KW - State departments of transportation KW - Training programs KW - Workshops UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1226881 ER - TY - ABST AN - 01458669 TI - Guidelines for Conduct of Emergency Training Drills, Simulations, and Exercises AB - Develop a guidebook for use by transportation systems and emergency responders in the planning, design, development, implementation, and evaluation of drills, simulations, and exercises. TCRP Project J-10C is co-funding this project with a matching $100,000. KW - Drills KW - Emergency training KW - Guidelines KW - National Cooperative Highway Research Program KW - Research projects KW - Simulation KW - Training programs KW - Training simulators KW - Transportation system management UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1226880 ER - TY - RPRT AN - 01020758 AU - The Bottom Line, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Roadside Beautification Agile Collaboratory PY - 2005/05/04/Final Report SP - 61p AB - The Pennsylvania Department of Transportation (PENNDOT) embarked on the Roadside Beautification Collaboratory that would further refine and define the agile collaboratory process. By forming cohesive, interdependent teams to focus on improving a process that would have a positive, statewide impact – and then utilize secure technology to share and disseminate information throughout the organization – PENNDOT and its employees could improve functionality while better serving the motoring public. Four primary objectives were undertaken: (1) To document the refined Agile Collaboratory Methodology in a simple, easy-to-understand guidebook that could be utilized statewide inside or outside of the organization; (2) To document, in manual form, the new and improved process for Roadside Beautification that could be used by District Roadside Specialists statewide; (3) To utilize current web-based technology to provide all collaboratory participants secure access to an online resource that would serve as a communications port, document repository and also serve as an ongoing after-action-review; and (4) To use input from all collaboratory teams to develop a marketing communications plan that aligned with existing statewide mandates, built program awareness, generated the submission of applications, and resulted in the planting and maintenance of the garden plots. It was found that, if statewide implementation is a primary goal, then collaboration that focuses on a process that can work across all districts is a desirable and necessary outcome. By creating a collaboratory process that effectively cuts across organizational and institutional boundaries, new ideas were shared and an improved process for roadside beautification was the result. It was determined that by involving individuals and groups outside of the organization, i.e. community leaders, gardening club members, motoring public, etc., a more realistic picture of the needs and concerns of Pennsylvania citizens could be painted. KW - Awareness KW - Beautification KW - Collaborative research teams KW - Communications KW - Handbooks KW - Improvements KW - Maintenance KW - Manuals KW - Marketing KW - Planting KW - Processes KW - Roadside KW - Statewide KW - Teams KW - Web-based systems UR - https://trid.trb.org/view/778452 ER - TY - RPRT AN - 01483321 AU - Nebraska Department of Roads AU - Federal Highway Administration TI - 2004 Continuous Traffic Count Data and Traffic Characteristics on Nebraska Streets and Highways PY - 2005/05 SP - 275p AB - The Nebraska Department of Roads, in cooperation with the Federal Highway Administration, collected and analyzed data at 61 continuous traffic count locations in 2004. Of these 61 locations, 39 are on rural state and federal highways, 8 on low volume rural roads, 2 on city streets in Grand Island, 3 on city streets in Lincoln, 6 on city streets in Omaha, 1 on the Interstate in South Sioux City, 1 on a city street in Scottsbluff, and 1 on a city street in Holdrege. Most of the machines have been converted to collect data on vehicle type, not just volume. As a result, continuous classification data is available at the majority of the stations. Short-term manual vehicle classification data was collected during 2004 at many of the remaining permanent continuous traffic counters. A traffic counter detects each passing vehicle and records hourly totals electronically. This information is retrieved periodically over the telephone lines by the Planning and Project Development Division of the Nebraska Department of Roads. Here the information is processed into Average Daily Traffic (ADT) figures. Some of the uses of these ADT values are determination of design standards, classification of highways, development of improvement programs and safety programs. Another important use of the information provided by these permanent traffic counters is to adjust many statewide 24- and 48-hour machine counts and 8-hour manual counts to annual average daily traffic volumes. KW - Average daily traffic KW - Nebraska KW - Traffic counts KW - Traffic data KW - Traffic volume KW - Vehicle classification UR - http://nlc1.nlc.state.ne.us/epubs/R6000/S009-2004.pdf UR - https://trid.trb.org/view/1251977 ER - TY - RPRT AN - 01352639 AU - Rogers, Brandy J AU - Jauregui, David Villegas AU - New Mexico State University, Las Cruces AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Load Rating of Prestressed Concrete Girder Bridges: A Comparative Analysis of LFR and LRF PY - 2005/05//Final Report SP - 128p AB - With the intention of supporting the Federal Highway Administration’s implementation of Load and Resistance Factor Design (LRFD), research efforts were made to facilitate the transition from Load Factor Rating (LFR) to Load and Resistance Factor Rating (LRFR) in the state of New Mexico. Five prestressed concrete girder bridges, courtesy of the NM bridge inventory, were rated using the BRASS-GIRDER and BRASS-GIRDER (LRFD) software. Research objectives include 1.) the evaluation of the BRASS software prior to full implementation by the NM Department of Transportation (DOT), 2.) the identification of the source of dissension between LFR and LRFR rating factors, 3.) the identification of any trends in the rating factors as affected by bridge geometry, 4.) the identification of any questionable bridges within the sample, and 5.) the use of the research findings to provide training of the LRFR method to the NMDOT. In verifying the BRASS software, all strength-based rating factors were in agreement with hand computations for LFR. The serviceability rating factor, however, differed by 16.7 percent and was therefore considered inadequate. With respect to BRASS-GIRDER (LRFD), potential errors relating to the Modified Compression Field Theory interfered with the computation of beta and theta, thus affecting the shear resistance. However, it was concluded that BRASS-GIRDER (LRFD) produces accurate results under the premise that the shear resistance is determined by means of a user defined beta and theta. The LRFR method generally yielded lower rating factors for flexure, with the longer span bridges demonstrating a larger deviation between LFR and LRFR. The live load effects were identified as the contributing parameter to the difference in rating methods. The dead load effects and flexural resistance had little impact. The LRFR rating factors for shear were generally lower than those produced by LFR. The discrepancy in rating factors was linked to the live load effects and shear resistance. The dead load effects contributed little to the variation in LFR and LRFR rating factors for shear. Overall, the shear ratings controlled over those based on flexure. Finally, a number of bridges proved inadequate for the shear ratings, while the flexure ratings were satisfactory. KW - BRASS (Computer program) KW - Bridge rating KW - Comparative analysis KW - Design load KW - Flexure KW - Girder bridges KW - Live loads KW - Load and resistance factor design KW - Load factor KW - New Mexico KW - Prestressed concrete bridges KW - Shear strength KW - Static loads UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM02STR01LoadRatingPrestressedConcreteGirderBridges2005.pdf UR - https://trid.trb.org/view/1117076 ER - TY - RPRT AN - 01100766 AU - Federal Highway Administration TI - Highway Performance Monitoring System Field Manual for the Continuing Analytical and Statistical Database PY - 2005/05 SP - v.p. AB - The Federal Highway Administration (FHWA) has the responsibility to assure that adequate highway transportation information is available to support its functions and responsibilities, including those of the Administration and the Congress. The primary purpose of the Highway Performance Monitoring System (HPMS) is to serve these data and information needs. The HPMS provides data that reflects the extent, condition, performance, use, and operating characteristics of the nation's highways. The provision of HPMS data is a cooperative effort with state highway agencies (SHAs), local governments and metropolitan planning organizations (MPOs) working in partnership to collect, assemble, and report the necessary information. In consultation with its HPMS partners, stakeholders, and customers, FHWA has identified the data to be reported and has provided data definitions and standards. FHWA has developed and maintains PC-based data submittal software and analytical models and techniques that FHWA and a number of States use with the HPMS data to do policy sensitive system, corridor, and subarea planning and programming. Taken together, these activities support informed highway planning, policy making, and decision making at the national, state, and local levels. The contents of the HPMS Field Manual are presented in seven chapters. Chapter I provides general information on the background, scope, and major uses of the HPMS, provides an overview of reporting requirements and introduces the sampling concept. Chapters II through VII provide more specific information on submittal requirements and the major components of an HPMS submittal: Chapter II - Data definitions; Chapter III - Reporting summary data; Chapter IV - Data item coding instructions; Chapter V - Linear Referencing System (LRS) reporting requirements; Chapter VI - Data update cycles; and Chapter VII - Sample selection and maintenance. Additional detailed information on specific data coding, sample selection, and technical procedures and requirements are included in Appendices A through N. These appendices should be consulted by those collecting and reporting HPMS data for explanation of specific requirements, techniques, or procedures to be used in developing the HPMS data set for FHWA. KW - Coding systems KW - Data collection KW - Data reporting KW - Data sampling KW - Databases KW - Decision making KW - Highway Performance Monitoring System KW - Highway planning KW - Highways KW - Linear referencing system KW - Local government KW - Manuals KW - Metropolitan planning organizations KW - Policy making KW - State highway departments UR - http://www.fhwa.dot.gov/ohim/hpmsmanl/hpms.htm UR - https://trid.trb.org/view/860560 ER - TY - RPRT AN - 01100733 AU - MacDonald, Tracey AU - Lidov, Phil AU - Carter & Burgess, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration AU - Environmental Protection Agency AU - North Front Range Metropolitan Planning Organization TI - STEP UP Phase I Report PY - 2005/05//Final Report (Phase I) SP - 102p 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 U.S. 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. KW - Cumulative effects assessment KW - Databases KW - Environmental policy KW - Environmental streamlining KW - Geographic information systems KW - Land use planning KW - Transportation planning UR - http://www.dot.state.co.us/publications/PDFFiles/stepup.pdf UR - https://trid.trb.org/view/860323 ER - TY - RPRT AN - 01076772 AU - Federal Highway Administration TI - Economic in Asset Management. The Hillsborough County, Florida, Experience PY - 2005/05 SP - 20p AB - This publication describes how, over the last 8 years, Hillsborough County, Florida, has planned and implemented a comprehensive Asset Management system for its roadway and stormwater infrastructure. The new system includes all the forecasting elements that are necessary to do multiyear budgeting of maintenance, operations, and eventual capital replacement of these assets. The Asset Management system replaces a previous management approach that was based largely on historic line-item expenditures, reactions to citizen or political demands, and corrective rather than preventive management strategies. In order to accomplish the transformation to an Asset Management approach, the Hillsborough County Public Works Department (department) formed management teams that identified the data and tools it would need to move forward. The department then contracted for the collection of comprehensive location and condition data for its roadway and stormwater assets and had these data loaded into a management information system, known as the Hillsborough County Asset Management System (HAMS). HAMS allows the ready retrieval of the condition and maintenance data, location of assets on the department's geographical information system (GIS) base map, analysis of the data, and the development of efficient strategies to preserve and improve the infrastructure. Included in HAMS is information on more than 6,200 lane-miles of paved roads, 4.2 million feet of storm pipe, and over 500,000 point assets, such as approximately 87,000 signs, 14,000 intersections, 30,000 stormwater inlets, and many other items. A critical component of Hillsborough County's Asset Management strategy is the use of economic analysis tools to aid in the evaluation of asset maintenance, replacement, and improvement strategies. The county's goal is to bring investment decisions to the dollar level as much as possible. The department uses economic analysis at several different levels in its decision-making process. In some asset categories, such as intersection and sidewalk improvements, the department applies benefit-cost analysis to HAMS and other data to evaluate individual improvement projects and to rank projects by priority. The department also evaluates life-cycle costs when considering potential actions for pavements, bridges, and stormwater assets. Finally, the county uses economic analysis methods to evaluate investments in new technologies, such as in its recent decision to incorporate light-emitting diode (LED) traffic signals into its traffic signal and intelligent transportation system (ITS) network. By improving the department's ability to manage these assets and target money more efficiently, HAMS will enable the county to save money in the long run. Near-term benefits are also significant. With HAMS, the department can keep the public informed about pending infrastructure services for several years into the future. The system has increased the department's accountability to the Board of County Commissioners and has led to increased funding of the preventive maintenance program. Using HAMS, Hillsborough County became an early implementer of accounting reforms required under Government Accounting Standards Board Statement No. 34 (GASB 34). Because it informs the department on the current and expected future conditions of all roadway and stormwater assets, HAMS greatly reduces the risk to the public of unexpected infrastructure failure. This reduced risk contributed to an improved flood insurance rating from the Federal Emergency Management Agency. Data in HAMS also facilitated the county's ability to anticipate and respond to damage caused by the hurricanes that struck Florida in August and September of 2004. Hillsborough County intends to expand the capabilities and coverage of its Asset Management program. Efforts are already underway to implement comprehensive infrastructure asset inventories in other departments: Water; Parks, Recreation, and Conservation; Planning and Growth Management; and Housing and Community Code Enforcement. KW - Asset management KW - Detention basins KW - Drainage KW - Economic analysis KW - Geographic information systems KW - Highway operations KW - Hillsborough County (Florida) KW - Infrastructure KW - Intelligent transportation systems KW - Life cycle costing KW - Preventive maintenance KW - Runoff KW - Transportation infrastructure UR - http://www.fhwa.dot.gov/infrastructure/asstmgmt/difl.pdf UR - http://www.fhwa.dot.gov/infrastructure/asstmgmt/difl00.cfm UR - https://trid.trb.org/view/821239 ER - TY - RPRT AN - 01031669 AU - Noureldin, A Samy AU - Zhu, Karen AU - Harris, Dwayne AU - Li, Shuo AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Non-Destructive Estimation of Pavement Thickness, Structural Number, and Subgrade Resilience Along INDOT Highways PY - 2005/05//Final Report SP - v.p. AB - Nondestructive testing has become an integral part for evaluation and rehabilitation strategies of pavements in recent years. Pavement evaluation employing the Falling Weight Deflectometer (FWD) and the Ground Penetrating Radar (GPR) can provide valuable information about pavement performance characteristics and be a very useful tool for project prioritization purposes and estimation of construction budget at the network level. FWD deflection testing is an accurate tool for determining pavement structural capacity and estimating the required thickness of overlays and hence is an accurate tool for planning for or estimating required current and future construction budgets. GPR is the only tool that a highway agency may use to develop an inventory of pavement layers thicknesses in the most efficient manner possible. By estimating pavement layer thicknesses and stiffness properties more reliable projections of network rehabilitation strategies and needs can be established, thus resulting in cost effective use of available funds. Traditional obstacles for the use of FWD and GPR in pavement evaluation at the network level used to be expenses involved in data collection, limited resources and lack of simplified analysis procedures. This report presents Indiana experience in pavement evaluation with the FWD and GPR at the network level. A network level FWD and GPR testing program is implemented as a part of a study to overcome those traditional obstacles. This testing program included Interstate Highways I-64, I-65, I-69, I-70 and I-74 and a number of U.S. Roads and State Routes. It is concluded that network level testing employing the FWD and GPR is a worthwhile, technically sound program that will provide a baseline of structural capacities of in–service pavements in Indiana. Periodical generation of necessary data will be useful for determining how best to quantify structural capacity and estimate annual construction budget. FWD data on 2200 lane miles of the Indiana Department of Transportation (INDOT) network is recommended annually for network level pavement evaluation. Only three FWD tests per mile are recommended. This amount of testing can easily be conducted in one testing season. The information collected will allow the equivalent of 100% coverage of the whole network in 5 years. GPR data is recommended to be collected once every 5 years (if another thickness inventory is needed), after the successful network thickness inventory conducted in this study. GPR data collection is also recommended at the project level and for special projects. Both FWD and GPR data is recommended to be used as part of the pavement management system (together with automated collected data of international roughness index, IRI, pavement condition rating, PCR, rut depth, pavement quality index, PQI, and skid resistance). KW - Backcalculation KW - Budgeting KW - Cost effectiveness KW - Data collection KW - Deflection tests KW - Falling weight deflectometers KW - Federal aid highways KW - Ground penetrating radar KW - Indiana KW - International Roughness Index KW - Interstate highways KW - Nondestructive tests KW - Overlays (Pavements) KW - Pavement condition rating KW - Pavement management systems KW - Pavement performance KW - Pavement quality index KW - Rehabilitation (Maintenance) KW - Resilience (Materials) KW - Rutting KW - Skid resistance KW - State highways KW - Stiffness KW - Structural number (Pavements) KW - Subgrade (Pavements) KW - Thickness UR - http://docs.lib.purdue.edu/jtrp/158/ UR - https://trid.trb.org/view/787490 ER - TY - RPRT AN - 01030745 AU - Clarkston, Greg AU - Simon, Marcia J AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Impact of Declining Intercity Bus Service in Missouri PY - 2005/05//Final Report SP - 132p AB - To address the decline in intercity bus stops, the Missouri Department of Transportation (MoDOT) undertook a study to determine the level of ridership at Missouri bus stops and to determine the needs, characteristics and perceptions of Missouri riders. The results of the study would aid MoDOT's Multimodal Division in understanding the role of intercity bus service and reverse the trend of bus stop closures. Using a survey tool that was created for the study, face-to-face interviews were conducted with passengers. The interview process had three components: current trip information, previous bus trip experience, and demographic information. Missouri residents were the primary targets of the study, but the prominence of non-Missouri residents on the bus indicated there was an interstate component that should be included in the study. The interviews were conducted both at bus stops while passengers were waiting to board and on-board as the bus continued along its route. From the study, MoDOT was able to identify passenger characteristics related to demographic information, their frequency of use of intercity bus service and their perceptions about the current level of service. Bus passenger counts were also taken at most of the bus stops along routes. KW - Bus transportation KW - Demographics KW - Intercity bus lines KW - Intercity travel KW - Interviewing KW - Level of service KW - Missouri KW - Passenger counting KW - Ridership KW - Travel surveys UR - http://library.modot.mo.gov/RDT/reports/Ri05041/or06013.pdf UR - https://trid.trb.org/view/787650 ER - TY - RPRT AN - 01025860 AU - Harrison, Robert AU - Bhat, Chandra AU - Prozzi, Jolanda AU - Roop, Stephen S AU - Morgan, Curtis AU - Warner, Jeff AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Diverting Containerized Freight From Key Texas Corridors PY - 2005/05//Technical Report SP - 66p AB - The Texas Department of Transportation (TxDOT) has supported several freight studies since 2000 to enhance the transportation of freight in the state. The report covers the results of a study to examine container flows in Texas, display available data using a Geographic Information Systems (GIS) platform, and evaluate the potential for diverting containerized traffic from Texas highways to other modes, such as rail and barge. Chapter 2 gives background of the growth of rail-containerized flows and reports on the current flows of containers in the state. Chapter 3 provides current developments in containerized flows on rail and the potential for growth. If greater volumes are to move on rail, there needs to be a more structured relationship between TxDOT, the rail sector, and other private entities. This calls for an understanding of the nature and characterization of public-private partnerships, and Chapter 4 sheds light on that subject. Finally, Chapter 5 summarizes the findings and makes recommendations based on the conducted research, including some policy options to divert more containerized flows on rail. KW - Barges KW - Container traffic KW - Corridors KW - Freight transportation KW - Geographic information systems KW - Highways KW - Intermodal transportation KW - Modal diversion KW - Policy KW - Public private partnerships KW - Railroads KW - Recommendations KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4410_2.pdf UR - https://trid.trb.org/view/782690 ER - TY - RPRT AN - 01024449 AU - Maccubbin, Robert P AU - Staples, Barbara L AU - Mercer, Michael R AU - Kabir, Firoz AU - Abedon, Daniel R AU - Bunch, James A AU - Mitretek Systems AU - Federal Highway Administration TI - Intelligent Transportation Systems Benefits, Costs, and Lessons Learned: 2005 Update PY - 2005/05 SP - 192p AB - Intelligent Transportation Systems (ITS) technologies offer a clear opportunity to improve transportation safety, relieve congestion, and enhance productivity. This report is a continuation of a series of reports providing a synthesis of the information collected by the United States Department of Transportation's ITS Joint Program Office on the impact that ITS projects have on the operation of the surface transportation network, and the costs of ITS deployment and operations. New in the 2005 report is the inclusion of summaries of lessons learned from ITS planning, deployment, operations, and evaluation experience. Information in this report is drawn from the ITS Benefits and Costs Databases, regularly updated repositories of such information, available on the Internet at www.benefitcost.its.dot.gov. The report presents material from the databases that describes the impacts and costs of the intelligent transportation infrastructure as well as intelligent vehicle applications. More details of the lessons learned discussed in this report will be presented in the Internet-accessible ITS Lessons Learned Database planned to be available in the summer of 2005. KW - Benefits KW - Costs KW - Databases KW - Impacts KW - Intelligent infrastructure KW - Intelligent transportation systems KW - Intelligent vehicles KW - Lessons learned UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/14073.pdf UR - https://trid.trb.org/view/782327 ER - TY - RPRT AN - 01020306 AU - Illinois State Toll Highway Authority AU - Federal Highway Administration TI - Travel Time Messaging on Dynamic Message Signs - Chicago, IL PY - 2005/05 SP - 7p AB - Originally designed and developed as a bypass around the Chicago Metropolitan area, the Illinois State Toll Highway Authority (ISTHA) is today a primary interstate transportation system for the northern Illinois area. Its 274 centerline mile system of toll roads includes: I-294 Tri-State Tollway, extending from Indiana to Wisconsin; I-90 Northwest Tollway, extending from the western limits of Chicago to Wisconsin (through Rockford); I-88 East-West Tollway, extending from the Tri-State Tollway to Rock Falls, Illinois, forty-four miles from the Mississippi River; and I-355 North-South Tollway, extending north seventeen miles from I-55 Stevenson Expressway. The Greater Chicago metropolitan area contains some of the most congested section of roadway in the country, with traffic increasing annually. In response, ISTHA has adopted a strategy of providing real time information to its customers, especially at decision points, about their travel to and from Chicago. ISTHA began providing average travel times from toll plaza to toll plaza based on IPASS toll transponder data collected by its Electronic Toll Collection (ETC) system. The automated IPASS toll collection system was implemented in 1993 and its users now number in excess of 1.5 million. This large number of users provides the Tollway with a significant penetration of vehicle probes, providing time-stamped location information to the Tollway in near real-time. This probe-based information is of a high quality because of IPASS system design requirements related to the support of monetary transactions. The data is used to calculate travel times using Origin and Destination location and time-stamp information. This paper discusses the experiences of the Illinois State Toll Highway Authority in implementing travel time messaging on variable message signs in Chicago, Illinois. Some topics covered include: Deployment Information, System Planning and Development, Data Collection and Processing, Travel Time Messaging, Relationships with Other Agencies/Stakeholders, Public Outreach and Impacts, and Issues Faced and How They Were Resolved. KW - Advanced traveler information systems KW - Automated toll collection KW - Automatic vehicle location KW - Chicago Metropolitan Area KW - Data collection KW - Deployment KW - Development KW - Highway traffic control KW - Information processing KW - Intelligent transportation systems KW - Interagency relations KW - Interstate highways KW - IPASS KW - Lessons learned KW - Metropolitan areas KW - Origin and destination KW - Planning KW - Public relations KW - Real time information KW - Stakeholders KW - Systems KW - Time stamps KW - Toll plazas KW - Toll roads KW - Traffic congestion KW - Transponders KW - Travel time KW - Variable message signs UR - http://ops.fhwa.dot.gov/publications/travel_time_study/chicago/chicago_ttm.htm UR - https://trid.trb.org/view/778438 ER - TY - RPRT AN - 01020302 AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Travel Time Messaging on Dynamic Message Signs - Portland, OR PY - 2005/05 SP - 4p AB - The Oregon Department of Transportation (ODOT) Region 1 office is responsible for the operation and maintenance of Dynamic Message Signs (DMS) and the posting of travel time information to those signs on Portland area freeways. Supervision of such activities is conducted from its Regional Traffic Management and Operations Center (TMOC) located in downtown Portland. ODOT began supplying travel time information to drivers via DMS in order to provide supplemental "customer service" benefits including: a) helping drivers make more educated decisions concerning route choice, b) reducing trip time related anxiety, and c) improving the public's perception of the usefulness of the DMS (e.g., the public is now provided with accurate travel time data instead of just a message stating "Congestion Ahead," or a blank sign). The advanced traffic management system (ATMS) software used in Portland is a customized version of Georgia's NaviGAtor software. ODOT currently uses its ATMS software to post travel time data to three of the 17 DMS deployed in the Portland metropolitan area. Plans exist to post travel time messages on additional DMS in the system as more loop detectors are deployed. Research is underway to determine the manner in which the system can most effectively be expanded. Although there is always a trained operator on hand to monitor the system for disruptions, all travel time calculations and DMS travel time postings are automatic in nature. This minimizes the need for ODOT staff to devote time to ongoing system management. Communications between sensor (loop detector) sites and ODOT's ATMS system are conducted via fiber or dedicated phone line. Communications between the ATMS system and the DMS have in the past been conducted over dial-up phone-line; however, ODOT is now transitioning to support these communications over a gigabit Ethernet system. This paper discusses the experiences of the Oregon Department of Transportation in implementing travel time messaging on variable message signs in Portland, Oregon. Some topics covered include: Deployment Information, System Planning and Development, Data Collection and Processing, Travel Time Messaging, Public Outreach and Impacts, and Issues Faced and How They Were Resolved. KW - Advanced traffic management systems KW - Anxiety KW - Attitudes KW - Communications KW - Data collection KW - Decision making KW - Deployment KW - Development KW - Ethernet KW - Fiber optics KW - Freeways KW - Highway traffic control KW - Information processing KW - Intelligent transportation systems KW - Lessons learned KW - Loop detectors KW - Metropolitan areas KW - Planning KW - Portland (Oregon) KW - Public relations KW - Route choice KW - Systems KW - Traffic control centers KW - Travel time KW - Variable message signs UR - http://ops.fhwa.dot.gov/publications/travel_time_study/portland/portland_ttm.htm UR - https://trid.trb.org/view/778440 ER - TY - RPRT AN - 01020300 AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - Travel Time Messaging on Dynamic Message Signs - Nashville, TN PY - 2005/05 SP - 5p AB - The Tennessee Department of Transportation's (TDOT) SmartWay is the official name for the state of Tennessee's intelligent transportation system (ITS). The SmartWay is focused on the application of advanced information technologies to improve the safety and operation of highways and other transportation modes. ITS deployments included within the scope of the SmartWay include: traffic cameras, roadway traffic sensors, and dynamic message signs (DMS). The TDOT SmartWay Traffic Management Center (TMC) is responsible for the posting of travel time information to DMS. Travel time messages are currently displayed on two of the 20 fixed DMS managed by TDOT in the Nashville area. Travel time messages will be made available on two more DMS in October 2005. Travel time messages are controlled by MIST software (provided by PB Farradyne). All fixed DMS are NTCIP compliant and deployed on limited access roads. The TMC operates from 5:30 AM to 10:00 PM (M-F) and from 8 am-8 pm (Sat./Sun.). The TMC is staffed during peak hours by an operator, a supervisor, an operations manager, and a part-time operator. Travel time messages are available on the two DMS at all times unless there is an incident that needs to be reported. RTMS (radar-based side fire speed sensors) detectors deployed at ¼ mile intervals are used to collect the raw speed data used by the travel time system to calculate travel times. A CCTV network is also deployed locally and used to support travel time verification. The TDOT website provides a link to the SmartWay web page where images from the CCTV network and messages posted to the DMS can be viewed in real-time. This paper discusses the experiences of the Tennessee Department of Transportation in implementing travel time messaging on variable message signs in Nashville, Tennessee. Some topics covered include: Deployment Information, System Planning and Development, Data Collection and Processing, Travel Time Messaging, Public Outreach and Impacts, and Issues Faced and How They Were Resolved. KW - Advanced traveler information systems KW - Closed circuit television KW - Data collection KW - Deployment KW - Detectors KW - Development KW - Highway traffic control KW - Information processing KW - Information technology KW - Intelligent transportation systems KW - Lessons learned KW - Nashville (Tennessee) KW - Planning KW - Public relations KW - Real time information KW - SmartWay (Program : Tennessee) KW - Speed data KW - Systems KW - Traffic control centers KW - Travel time KW - Variable message signs KW - Websites (Information retrieval) UR - http://ops.fhwa.dot.gov/publications/travel_time_study/nashville/nashville_ttm.htm UR - https://trid.trb.org/view/778439 ER - TY - RPRT AN - 01020083 AU - Texas Department of Transportation AU - Federal Highway Administration TI - Travel Time Messaging on Dynamic Message Signs - Houston, TX PY - 2005/05 SP - 5p AB - The Houston TranStar partnership is responsible for coordinating the planning, design and operation of transportation systems and emergency management functions, as well as the development and deployment of Intelligent Transportation Systems (ITS). TranStar plays a vital role in the management of Houston-area traveler information systems. Traveler information is disseminated by four means: dynamic message signs (DMS), highway advisory radio (HAR), the Internet, and the local media. TranStar began posting travel times onto DMS in 1996 and currently posts travel times onto 81 DMS across more than 250 centerline miles of Houston area freeways. These travel times are based on data collected from the close to two million "EZ-Tag" Automatic Vehicle Identification (AVI) toll transponders currently circulating around the Houston metropolitan area. Data from these vehicle probes is collected at 232 supplemental reader stations and transmitted to the TranStar transportation management center (TMC) for analysis. Reader stations are, on average, two-to-three miles apart, but not more than five miles apart. TranStar staff conducted an Internet-based survey to determine the types of information people wanted to see posted onto the DMS. Results of this survey indicated that drivers were primarily interested in seeing incident information and travel times. More recent surveys indicate that drivers now prefer that travel time information be posted above all other data. This paper discusses the experiences of the Texas Department of Transportation in implementing travel time messaging on variable message signs in Houston, Texas. Some topics covered include: Deployment Information, System Planning and Development, Data Collection and Processing, Travel Time Messaging, Public Outreach and Impacts, and Issues Faced and How They Were Resolved. KW - Advanced traveler information systems KW - Automatic vehicle identification KW - Data collection KW - Deployment KW - Development KW - Freeways KW - Highway travel KW - Houston (Texas) KW - Information dissemination KW - Information processing KW - Intelligent transportation systems KW - Lessons learned KW - Public relations KW - Surveys KW - Toll collection KW - Transponders KW - Transportation planning KW - TranStar KW - Travel time KW - Travelers KW - Variable message signs UR - http://ops.fhwa.dot.gov/publications/travel_time_study/houston/houston_ttm.htm UR - https://trid.trb.org/view/778302 ER - TY - RPRT AN - 01004373 AU - Straus, Sandy H AU - ESRA Consulting Corporation AU - Arizona Department of Transportation AU - Federal Highway Administration TI - New, Improved, Comprehensive, and Automated Driver's License Test and Vision Screening System PY - 2005/05//Final Report SP - 440p AB - This one-of-a-kind comprehensive study highlights the importance of automated testing techniques and the significance of vision screening measures other than standard visual acuity testing for assessing all drivers and, in particular, at-risk drivers and older drivers. Non-automated tests tend to be subjective, time-consuming, costly, and heavily reliant on the experience of the examiner. Due to the high collision, injury, and fatality rates of all drivers in the State of Arizona, and the disproportionate number of at-fault older drivers and collision risks in the States of Arizona and Florida, new and automated screening methodologies and vision standards are now needed to promote road safety, predict visual impairment, and evaluate possible restriction or confiscation of driver's licenses. This study demonstrates that environmental factors and manner of collisions increase in collision involvement for drivers between ages 50 to 59 years in both Arizona and Florida. Drivers age 80 to 89 years in both states are most likely at-fault in collisions compared to all other age cohorts. These results are consistent among drivers cited for collision involvement due to visual defects. These findings, which span an 11-year period from 1991 to 2001, not only apply to Arizona and Florida, two states with some of the largest proportions of older individuals in the United States, but, as a global survey of motor vehicle bureau directors or their representatives in the United States, Commonwealth of Puerto Rico, United Kingdom, Canada, New Zealand, and Australia illustrate, any state, country, province, territory, commonwealth, or nation with an increasing number of older drivers. A pilot study, to follow, ultimately allows for the implementation of effective strategies for screening of visual impairment and eye disease in all Arizona drivers. Snellen acuity, the most widely used vision testing measure, accounts for less than 0.1% of the visual field and fails to quantify contrast sensitivity and color vision (Fink and Sadun, 2004), two of several visual parameters needed for safe driving. It is recommended that at-risk and older drivers in Arizona be tested for vision through a newly designed system of measures provided by two automated tests (to test vision condition and function) and one driving simulator (to assess eye status). Hence, it is integrated into a larger system and additional recommendations are provided as these relate to motor vehicle operation skills and cognition. These automated systems and methodologies may ultimately serve as a prototype of transportation license testing improvements for all other states, countries, and agencies (e.g., aviation, rail, maritime, commercial vehicles, etc.) to follow. Such techniques may also reduce the incidence of fraudulent schemes and issuances of driver's licenses, commercial driver's licenses, and hazardous materials transportation licenses. KW - Aged drivers KW - Arizona KW - Automated testing KW - Color vision KW - Confiscation KW - Contrast sensitivity KW - Diseases and medical conditions KW - Driver licensing KW - Drivers KW - Driving simulators KW - Florida KW - Highway safety KW - License renewal KW - Traffic crashes KW - Vision screening system KW - Vision tests KW - Visual acuity KW - Visually impaired persons UR - http://azmemory.azlibrary.gov/cdm/ref/collection/statepubs/id/1250 UR - http://ntl.bts.gov/lib/24000/24900/24970/AZ559.pdf UR - https://trid.trb.org/view/760373 ER - TY - RPRT AN - 01003884 AU - Cable, James K AU - Karamihas, Steven M AU - Brenner, Mark AU - Leichty, Mark AU - Williams, Jera AU - Iowa State University, Ames AU - Federal Highway Administration AU - Iowa Department of Transportation TI - Measuring Pavement Profile at the Slip-Form Paver PY - 2005/05//Final Report SP - 52p AB - Pavement profile or smoothness has been identified nationally as a good measure of highway user satisfaction. This has led highway engineers to measure profiles of both operating and new highways. Operational highway profiles are often measured with high-speed inertial profilers. New highway profiles are usually measured with profilographs in order to establish incentives or disincentives for pavement construction. In most cases, these two processes do not measure the same value from the "cradle to grave" life of pavements. In an attempt to correct the inconsistency between measuring techniques, lightweight profilers intended to produce values to be used for construction acceptance are being made that measure the same profile as high-speed inertial profilers. Currently, two profiler systems have been identified that can measure pavement profile during construction. This research has produced a field evaluation of the two systems. The profilers evaluated in this study are able to detect roughness in the final profile, including localized roughness and roughness at joints. Dowel basket ripple is a significant source of pavement surface roughness. The profilers evaluated in this study are able to detect dowel basket ripple with enough clarity to warn the paving crew. String-line disturbances degrade smoothness. The profilers evaluated in this study are able to detect some string-line disturbances during paving operations. The profilers evaluated in this study are not currently able to produce the same absolute International Roughness Index (IRI) values on the plastic concrete that can be measured by inertial profilers on the hardened concrete. Construction application guidelines are provided. KW - Customer satisfaction KW - Disincentives KW - Dowel basket ripple KW - Field tests KW - Hardened concrete KW - Highways KW - Incentives KW - International Roughness Index KW - Measuring instruments KW - Pavement joints KW - Pavement performance KW - Pavement profile KW - Pavement profilers KW - Paving KW - Polymer concrete KW - Profilographs KW - Ride quality KW - Roughness KW - Slip form pavers KW - Smoothness KW - String-line disturbances KW - Surface course (Pavements) KW - Texture KW - Travelers UR - http://publications.iowa.gov/id/eprint/2782 UR - http://www.ctre.iastate.edu/reports/paving_profile.pdf UR - http://ntl.bts.gov/lib/55000/55800/55899/IA_PAVING_PROFILE.PDF UR - https://trid.trb.org/view/760156 ER - TY - RPRT AN - 01003865 AU - Hoeschen, Brian AU - Erker, Matt AU - Janson, Bruce AU - Philips, Joel AU - Johnson, William AU - Carter & Burgess, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Validation of Urban Vehicle Classification Sampling Methodology PY - 2005/05//Final Report SP - 99p AB - The Mobility Analysis Section of CDOT Division of Transportation Development (DTD) developed this study to determine whether the cluster count method developed by CDOT is statistically reliable for estimating vehicle classification on urban roadways with average daily traffic volumes exceeding 15,000 vehicles per day. Specifically, CDOT needed to assess whether or not the percentages of vehicles in the 13 FHWA vehicle classifications estimated by the cluster count method differ significantly from expected percentages obtained by 24-hour counts. Since vehicle classification is expensive to perform by manual observation over long periods of time, a statistically reliable method of estimating vehicle type percentages on urban roadways using a less time-consuming method is desirable. The study team utilized the chi-square statistical test to evaluate the similarity between vehicle classifications collected using the cluster count method and 24-hour vehicle counts collected using other data collection methods. Vehicle classification data were collected at 12 sites around Denver, Colorado that represented different roadway classes. The statistical tests between the data collected using the cluster count method and the 24-hour counts revealed that the current cluster count method varied beyond an acceptable statistical similarity to the 24-hour counts. Upon reaching this conclusion, the study panel simulated various changes to the short duration count methodology in an effort to identify the greatest improvement in statistical accuracy. As a result of this study, the recommended short duration vehicle classification methodology requires vehicle counts to be performed for 15 minutes every hour for a 24-hour period. This method exhibits strong statistical similarity to the 24-hour classification counts for all roadway classes and study sites included in this analysis. This collection method is statistically accurate, easy for field personnel to understand and collect, and is about one-third of the cost of a manual 24-hour count. The Mobility Analysis Section of DTD has developed a guidebook on the recommended short duration count methodology that will be available to CDOT staff, data collectors, consultants, and other public agencies. This guidebook outlines how to collect the short duration classification data, process and manage the data, and perform quality control checks. KW - Average daily traffic KW - Chi square test KW - Cluster analysis KW - Data collection KW - Denver (Colorado) KW - Estimating KW - Methodology KW - Reliability (Statistics) KW - Statistical sampling KW - Traffic counting KW - Traffic volume KW - Urban areas KW - Urban highways KW - Validation KW - Vehicle classification UR - http://www.dot.state.co.us/Publications/PDFFiles/Vehicleclassification.pdf UR - https://trid.trb.org/view/760285 ER - TY - RPRT AN - 01018659 AU - Wilmot, Chester AU - Zhang, Hong AU - Fu, Haoqiang AU - Jayadevan, Athira AU - Wolshon, Brian AU - Schneider, Helmut AU - Sun, Xiaoduan AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Statewide Traffic Safety Study Phase I: Review of Current Traffic Safety Research, Practice, Analytical Procedures, and Databases PY - 2005/05//Final Report SP - 192p AB - This report synthesized the research findings of Phase I of the Statewide Traffic Study of Louisiana, sponsored by the Louisiana Department of Transportation and Development. The objective of Phase I was to provide a comprehensive review of the state of the art in highway traffic safety, both within the U.S. and abroad, including studies on factors influencing road safety, available databases, safety legislation, safety initiatives and programs, and safety-related funding, at both state and federal levels. Research on crash-related contributing factors, including human, roadway environment, and vehicle factors were reviewed in depth. The impact of intelligent transportation systems on traffic safety was also reviewed. Traffic safety laws, both at federal and state levels, were investigated to provide an overview of existing legislation. A variety of safety-related programs that have been implemented throughout the states were explored. These programs included aggressive driver programs, automated enforcement programs, cell phone enforcement programs, alcohol and drug impaired driving programs, occupant protection programs, helmet law enforcement programs, and older driver laws. Analytical tools and procedures commonly used in traffic safety analysis were also reviewed. These included statistical methods widely used in current practice and major ongoing initiatives [such as CHSIM, Interactive Highway Safety Design Model (IHSDM), and Highway Safety Manual], new tools [such as SafetyAnalyst, Road Safety Audits, American Association of State Highway Officials (AASHTO) Implementation Guides, etc.], and software packages [such as Critical Analysis Reporting Environment (CARE)]. Louisiana's safety-related funding in recent years was reviewed and the trend examined. Finally, a crash-related database inventory was conducted. This produced a list of federal and Louisiana databases that are of potential importance in the next phase of the study. The review revealed that road safety is indeed a problem in Louisiana. The crash rate in Louisiana is consistently among the ten highest state rates, alcohol-related accidents are among the highest in the nation, and car insurance rates have grown more rapidly in Louisiana in the last several years than any other state in the union. The review has provided the background from which a research program can be designed. The research program will identify the factors contributing to the high crash rate in Louisiana and recommend countermeasures that will improve the situation. KW - Countermeasures KW - Crash rates KW - Databases KW - Federal laws KW - Financing KW - Highway safety KW - Intelligent transportation systems KW - Louisiana KW - Procedures KW - Research KW - Safety programs KW - Software packages KW - State laws KW - State of the art KW - Statistical analysis KW - Traffic safety UR - http://www.ltrc.lsu.edu/pdf/2005/fr_399.pdf UR - https://trid.trb.org/view/771628 ER - TY - RPRT AN - 01011195 AU - Bligh, Roger P AU - Sheikh, Nauman M AU - Menges, Wanda L AU - Haug, Rebecca R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Portable Concrete Traffic Barrier for Maintenance Operations PY - 2005/05//Technical Report SP - 70p AB - The objective of this project is to develop and test a portable barrier system for high-speed applications that can be easily transported and erected by Texas Department of Transportation (TxDOT) maintenance forces using readily available equipment such as a front-end loader. Consideration was given to factors such as segment length, segment weight, connection method, barrier constructability, and dynamic barrier deflection. A deflection constraint of 3 ft was imposed by the project panel. Based on the results of the testing and evaluation reported herein, the new precast, cross-bolt, F-shape concrete traffic barrier with 10-ft barrier segments is considered suitable for implementation on high-speed roadways. The cross-bolt connection system adapted for use in the new barrier helps limit dynamic deflection during an impact. When subjected to a crash test with an impact severity 15% greater than currently required in National Cooperative Highway Research Program (NCHRP) Report 350, the barrier deflected only 27 in. This is the lowest deflection of any free-standing, portable concrete barrier approved to NCHRP Report 350 requirements other than TxDOT's X-bolt barrier with 30-ft segments. The low deflection and ease of placement and repair make the barrier well suited for maintenance and work zone operations. KW - Deflection KW - High speed roads KW - Impact tests KW - NCHRP Report 350 KW - Temporary barriers KW - Work zone traffic control UR - http://tti.tamu.edu/documents/0-4692-1.pdf UR - https://trid.trb.org/view/767649 ER - TY - RPRT AN - 01011187 AU - Lytton, Robert L. AU - Masad, Eyad A AU - Zollinger, Corey AU - Bulut, Rifat AU - Little, Dallas N AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Measurements of Surface Energy and Its Relationship to Moisture Damage PY - 2005/05//Technical Report SP - 172p AB - Moisture damage in asphalt mixes can be defined as loss of strength and durability due to the presence of moisture at the binder-aggregate interface (adhesive failure) or within the binder (cohesive failure). This research focuses on the evaluation of the susceptibility of aggregates and asphalts to moisture damage through understanding the micro-mechanisms that influence adhesive bond between aggregates and asphalt and the cohesive strength and durability of the binder. Moisture damage susceptibility is assessed using surface energy measurements and Dynamic Mechanical Analysis (DMA). Surface energy is defined as the energy needed to create a new unit surface area of material in vacuum condition. Surface energy measurements are used to compute the adhesive bond strength between the aggregates and asphalt and cohesive bond strength in the binder. DMA testing evaluates the rate of damage accumulation in asphalt binders and mastics. The DMA apparatus applies a cyclic, torsional strain-controlled loading to cylindrical asphalt mastics until failure. DMA results are analyzed using continuum damage mechanics that focus on separating the energy expended in damaging the material from that associated with viscoelastic deformation. This report represents a new approach developed to analyze DMA results and calculate the rate of damage. The developed approach is used to evaluate six asphalt mixtures that have performed either well or poorly in the field. The resistance of the field mixes to moisture damage is shown to be related to the calculations of bind energies and the accumulated damage in DMA. KW - Adhesion KW - Aggregates KW - Asphalt KW - Asphalt mixtures KW - Bituminous binders KW - Bond strength (Materials) KW - Cohesive strength KW - Mastic asphalt KW - Mechanical analysis KW - Moisture damage KW - Surface energy UR - http://tti.tamu.edu/documents/0-4524-2.pdf UR - https://trid.trb.org/view/767641 ER - TY - RPRT AN - 01013376 AU - Owusu-Ababio, Samuel AU - Schmitt, Robert L AU - University of Wisconsin, Platteville AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Effects of Heavy Loading on Wisconsin’s Concrete Pavements PY - 2005/05//Final Report SP - 74p AB - Wisconsin Department of Transportation District 7 filed a Report of Early Distress for a 6.5-mi stretch of USH 8 and an 8-mi stretch of USH 51 near Rhinelander in 2001. An investigation of the causes for the premature failures concluded that overloaded logging trucks were a key factor leading to the premature failure of the doweled jointed plain concrete pavements (JPCPs). Consequently, a recommendation was made to develop design guidelines for heavy truck loading on concrete pavements in Wisconsin. To develop the guidelines, JPCP design guides were solicited from several agencies, specifically, agencies located in Federal Highway Administration (FHWA) Climate Regions III and VI. A review of the design guides indicated that the 1993 American Association of State Highway and Transportation Officials (AASHTO) guide and the Portland Cement Association method are the two most popular state-of-the-art methods that attempt to address overloading, either using load safety factors or probabilistic concepts such as reliability. The two methods were further evaluated in terms of their ability to provide a transition to the AASHTO 2002 mechanistic-empirical design and allow a range of rehabilitation options for old JPCP. Based on the evaluation, the 1993 AASHTO guide was recommended for consideration in the design of JPCP in Wisconsin. The 1993 AASHTO guide was evaluated using data from one logging truck corridor along USH 8. The results indicated that a high-end reliability combined with modified rigid equivalent single axle load (ESAL) factors has the greatest potential to address overloading on Wisconsin�s concrete pavements. KW - AASHTO Guide for Design of Pavement Structures KW - Concrete pavements KW - Design methods KW - Equivalent single axle loads KW - Guidelines KW - Heavy vehicles KW - Logging trucks KW - Mechanistic design KW - Overload damage KW - Pavement design KW - Pavement distress KW - Rehabilitation (Maintenance) KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/6899/WHRP_05-06_Heavy_Loading.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/05-06heavyloading1.pdf UR - https://trid.trb.org/view/767850 ER - TY - RPRT AN - 01010927 AU - Meyers, Deborah AU - Pryor, Debra AU - Pryor, Kathleen AU - Partners In Brainstorms, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Driver License Manuals Best Practices PY - 2005/05//Final Report SP - 157p AB - Each motor vehicle jurisdiction in the United States has an established process by which it assesses the required knowledge of driver license applicants to determine whether they are able to operate their vehicles safely and thus qualify for a driver's license. Corollary to that assessment process is the jurisdiction's responsibility to provide drivers with the information for which they are to be held responsible during the licensing exam and subsequently while operating their vehicle on our nation's roadways. The primary means of providing this information to drivers is the jurisdiction's basic driver license manual. This study was directed at identifying best practices with regard to the basic driver license manuals produced by motor vehicle jurisdictions. To identify best practices, three types of information sources were consulted: (1) driver license manuals produced by motor vehicle jurisdictions throughout the country; (2) driver safety information produced by relevant government agencies and private organizations; and (3) research, news, education, and popular literature. Of 212 knowledge items recommended by the American Association of Motor Vehicle Administrators (AAMVA) for inclusion in driver manuals, 119 were addressed by a majority (51% or more) of the manuals reviewed and are considered best practices in subject matter content. Additional topics that should be considered best practices in subject matter content are: intersection safety, particularly with regard to red light running; sharing the road with trucks, particularly emphasis on their "No-Zones"; road rage and aggressive driving; driver distraction; seatbelt usage, particularly with regard to the jurisdiction's primary or secondary seatbelt laws; and following distance, with emphasis on the need for a three- or four-second gap. With regard to factors other than subject matter content, it was found that most jurisdictional manuals (77%) are smaller than the 8 1/2 in. x 11 in. size of the Arizona manual, with 48% opting for the compact 5 1/2 in. x 8 1/2 in. More than half the jurisdictions produce a version of the manual in Spanish, and more than a third of the jurisdictions produce a specialized driver manual directed at teen learners and their parents and encouraging parents' active involvement in their teen's learning process. KW - American Association of Motor Vehicle Administrators KW - Arizona KW - Best practices KW - Driver education KW - Driver licensing KW - Knowledge KW - Language KW - Manuals KW - Size KW - Surveys KW - United States UR - http://ntl.bts.gov/lib/25000/25000/25017/AZ553-Cover.pdf UR - https://trid.trb.org/view/767213 ER - TY - RPRT AN - 01006024 AU - Gibbs, David AU - Iwasaki, Randell AU - Bernhard, Robert AU - Bledsoe, James AU - Carlson, Douglas AU - Corbisier, Christopher AU - Fults, Kenneth AU - Hearne, Thomas AU - McMullen, Kevin AU - Roberts, John AU - Rochat, Judith AU - Scofield, Larry AU - Swanlund, Mark AU - American Trade Initiatives AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) TI - Quiet Pavement Systems in Europe PY - 2005/05 SP - 48p AB - Noise pollution is a growing concern in the United States. A major contributor of highway noise is at the tire-pavement interface, which means that quieter pavements could lead to reductions in traffic-generated noise. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of quiet pavement systems used in Europe to reduce traffic noise. All of the countries the scan team studied - Denmark, France, Italy, the Netherlands, and the United Kingdom - have policies requiring consideration of quiet pavement where noise is a concern. The focus is on three technologies - thin-surfaced, negatively textured gap-graded asphalt mixes, single- and double-layer highly porous asphalt mixes, and exposed aggregate concrete pavements. The countries are conducting extensive research on quiet pavement technology. The team's recommendations for U.S. implementation include evaluating the use of double-layer porous asphalt mixes to reduce noise on high-speed roadways, reducing the size of the aggregate used in mixes applied to the wearing surface, and trying thin-textured surfacing using a small aggregate in urban and other areas with lower traffic speeds. The team also recommends assembling a team of acoustical experts and pavement engineers to develop protocols for measuring the acoustical performance of quiet pavements. KW - Acoustics KW - Asphalt mixtures KW - Concrete pavements KW - Denmark KW - Double layer KW - Europe KW - Experts KW - Exposed aggregate concrete KW - France KW - Gap graded aggregates KW - High speed roads KW - Highway traffic KW - Highways KW - Italy KW - Measurement KW - Negatively textured KW - Netherlands KW - Noise KW - Noise control KW - Pavement design KW - Policy KW - Porous materials KW - Quiet pavement systems KW - Recommendations KW - Rolling contact KW - Scanning studies KW - Size KW - Thin textured surfacings KW - Traffic speed KW - United Kingdom KW - United States KW - Urban areas KW - Wearing course (Pavements) UR - http://ntl.bts.gov/lib/30000/30800/30896/FHWA-PL-05-011.pdf UR - https://trid.trb.org/view/760931 ER - TY - RPRT AN - 01006023 AU - Keith, Kevin AU - Trentacoste, Michael AU - Depue, Leanna AU - Granda, Thomas AU - Huckaby, Ernest AU - Ibarguen, Bruce AU - Kantowitz, Barry AU - Lum, Wesley AU - Wilson, Terecia AU - American Trade Initiatives AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) TI - Roadway Human Factors and Behavioral Safety in Europe PY - 2005/05 SP - 52p AB - Human factors issues associated with roadway design and operations are critical components of improving highway safety. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of European countries to identify how they incorporate human factors issues in the research, design, and operation of highways. The U.S. delegation observed seven concepts in Denmark, Finland, France, the Netherlands, Norway, and Sweden that it recommends for possible implementation in the United States. They include self-organizing roads, use of driving simulators in roadway design, multidisciplinary teams to investigate crashes, speed management techniques such as speed cameras, human-centered roadway analysis and design, cognitive models of drivers, and top-down leadership on safety goals. The team's recommendations for U.S. action include evaluating the 2+1 roadway design, promoting the use of driving simulators among the road-design community, assessing opportunities for coordinating long-term research on human factors and cognitive models, and encouraging top leadership commitment to road safety improvement. KW - 2+1 Roads KW - American Association of State Highway and Transportation Officials KW - Behavior KW - Cameras KW - Cognitive models KW - Crash investigation KW - Denmark KW - Driving simulators KW - Europe KW - Finland KW - France KW - Highway design KW - Highway operations KW - Highway safety KW - Human factors KW - Multidisciplinary teams KW - National Cooperative Highway Research Program KW - Netherlands KW - Norway KW - Research KW - Roads KW - Scanning studies KW - Self organizing systems KW - Speed control KW - Strategic planning KW - Sweden KW - Top down leadership KW - Traffic crashes KW - Traffic safety KW - U.S. Federal Highway Administration KW - United States UR - http://international.fhwa.dot.gov/humanfactors/ UR - https://trid.trb.org/view/760930 ER - TY - RPRT AN - 01006013 AU - DeWitt, Steven AU - Yakowenko, Gerald AU - Bohuslav, Thomas AU - Ferguson, Tucker AU - Hoelker, Eugene AU - Molenaar, Keith AU - Schiess, Greg AU - Smythe, John AU - Triplett, James AU - Wagman, Richard AU - American Trade Initiatives AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) TI - Construction Management Practices in Canada and Europe PY - 2005/05 SP - 72p AB - Construction management is an essential element of transportation project success, and evolving industry roles are creating changes in conventional U.S. construction management practices. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of construction management practices used in Canada and Europe for effective project delivery, contract compliance, and quality assurance. The U.S. team observed that the Canadian, European and U.S. transportation communities face similar political, financial, and resource challenges, but Canadian and European agencies have developed construction management systems that promote more collaboration between the public and private sectors and create stronger long-term partnerships. The international agencies are more willing to delegate traditional highway functions to the private sector when cost and schedule benefits are significant. The team's recommendations for possible implementation in the United States include developing risk assessment and allocation techniques, using qualifications in procurement, piloting early contractor involvement, applying alternate bids and designs in procurement, conducting preproposal meetings, and using appropriate alternative payment methods. KW - Allocation KW - Alternatives analysis KW - American Association of State Highway and Transportation Officials KW - Benefits KW - Bids KW - Canada KW - Compliance KW - Construction management KW - Contractors KW - Contracts KW - Cooperation KW - Costs KW - Design KW - Europe KW - Governments KW - National Cooperative Highway Research Program KW - Payment KW - Private enterprise KW - Procurement KW - Project delivery KW - Public private partnerships KW - Quality assurance KW - Recommendations KW - Risk assessment KW - Scanning studies KW - Scheduling KW - U.S. Federal Highway Administration KW - United States UR - https://trid.trb.org/view/760838 ER - TY - RPRT AN - 01004371 AU - Nebraska Department of Roads AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Draft Environmental Impact Statement and Draft Section 4(f) Statement: Plattsmouth Bridge Study, Cass County, Nebraska, and Mills County, Iowa PY - 2005/05 SP - v.p. AB - This Draft Environmental Impact Statement (EIS) identifies and evaluates alternatives to provide a safe and efficient highway connection across the Missouri River between U.S. 75 and I-29, thereby improving the connection between Cass County, Nebraska, including the city of Plattsmouth, and southwest Iowa. The existing highway connection is currently served by the 76-year-old, structurally and functionally deficient Plattsmouth Bridge. KW - Alternatives analysis KW - Bridge replacement KW - Cass County (Nebraska) KW - Environmental impact statements KW - Mills County (Iowa) KW - Missouri River KW - Plattsmouth (Nebraska) UR - https://trid.trb.org/view/760341 ER - TY - RPRT AN - 01003781 AU - Barrett, Monica L AU - Crabtree, Joseph D AU - Pigman, Jerry G AU - Walton, Jennifer R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Development of Kentucky's Highway Incident Management Strategic Plan PY - 2005/05//Final Report SP - 192p AB - Even though Kentucky has undertaken many initiatives to improve specific aspects of incident management, there has never been a plan that establishes an overall framework for a systematic, statewide, multi-agency effort to improve the management of highway incidents. The objective of this project was to develop a strategic plan that provides a vision and strategy for significantly improving all aspects of incident management. This report identifies the current and best practices for highway incident management in the United States and in Kentucky and establishes a vision for the future of highway incident management in Kentucky. The plan developed through the efforts of this project consists of a mission statement, 4 goals, 16 objectives, and 49 action strategies. The action strategies are arranged by priority and recommended time frame for implementation. When implemented, the action strategies will help Kentucky achieve its primary goals for incident management, which are as follows: 1) improved safety of responders, highway workers, and motorists; 2) reduced traffic delay; 3) improved motorist awareness; and 4) improved responder and highway worker preparedness. KW - Awareness KW - Best practices KW - Disaster preparedness KW - Emergency response planning KW - Highway safety KW - Incident management KW - Kentucky KW - Strategic planning KW - Traffic crashes KW - Traffic delays KW - Traffic incidents UR - https://trid.trb.org/view/760106 ER - TY - RPRT AN - 01003794 AU - Bonneson, J AU - Lord, D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Role and Application of Accident Modification Factors in the Highway Design Process PY - 2005/05 SP - 42p 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 report describes the role and application of accident modification factors (AMFs) in the highway geometric design process. The potential applications of AMFs are identified and procedures for using AMFs are outlined. AMFs that can be used in design applications are also identified. Those AMFs that are needed to evaluate key highway design elements are identified. Recommendations are made regarding future research needed to enhance the use of AMFs in the design process. KW - Accident modification factors KW - Geometric design KW - Guidelines KW - Highway design KW - Highway safety KW - Planning and design KW - Project development process KW - Recommendations KW - Research KW - Safety design UR - https://trid.trb.org/view/760189 ER - TY - RPRT AN - 01003357 AU - Balke, Kevin N AU - Charara, Hassan AU - Parker, Ricky AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Traffic Signal Performance Measurement System (TSPMS) PY - 2005/05 SP - 83p AB - The purpose of this research was to examine the type of performance measures that could be collected at an intersection and develop a system for automatically collecting these performance measures in the field. The authors began the research by conducting an assessment of the needs of the Texas Department of Transportation practitioners for an automated system to collect intersection and traffic signal performance measures. They then examined capabilities of some of the existing traffic signal controllers and detection systems to produce the desired performance measures. Based on the findings of the needs assessments and an evaluation of the limitation of the existing detection system, they developed a series of innovative performance measures that practitioners could use to assess traffic operations and the effectiveness of the signal timing at intersections. They then developed a prototype system for automatically collecting these data in the field. They installed the prototype system in two different locations that exhibited different operating characteristics and assessed the ability of the system to collect meaningful and appropriate performance measures. KW - Automatic data collection systems KW - Field tests KW - Needs assessment KW - Performance measurement KW - Prototypes KW - Traffic signal control systems KW - Traffic signal timing UR - https://trid.trb.org/view/759658 ER - TY - RPRT AN - 01002826 AU - Yazdani, Nur AU - Haroon, Saif AU - Fils-Aime, Martine AU - FAMU-FSU College of Engineering AU - Florida Department of Transportation AU - Federal Highway Administration TI - Accelerated Curing of Silica Fume Concrete PY - 2005/05//Final Report SP - 128p AB - Silica fume is a common addition to high performance concrete mix designs. The use of silica fume in concrete leads to increased water demand. For this reason, Florida Department of Transportation (FDOT) currently allows only a 72-hour continuous moist cure process for concrete containing silica fume. Accelerated curing has been shown to be effective in producing high-performance characteristics at early ages in silica-fume concrete. However, the heat greatly increases the moisture loss from exposed surfaces, which may cause shrinkage problems. This experimental study was undertaken to determine the feasibility of steam curing of FDOT concrete with silica fume in order to reduce precast turn around time. Steam curing durations of various lengths were utilized. The concrete compressive strength, surface resistivity and shrinkage (both in small samples and full scale samples) were determined for various durations of steam curing. Results indicate that steam cured silica fume concrete met all FDOT requirements for the 12, 18, and 24 hours of curing periods. All steam cured samples demonstrated excellent durability up to 1 year age. No shrinkage cracking was observed in any samples up to one year age. It is recommended that FDOT allow the first 12-24 hours duration steam curing for silica fume concrete, followed by continuous curing for the remaining period of 72 hours. KW - Accelerated curing KW - Compressive strength KW - Durability KW - High performance concrete KW - Shrinkage KW - Silica fume KW - Steam curing KW - Surface resistivity UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD488_rpt.pdf UR - https://trid.trb.org/view/758965 ER - TY - RPRT AN - 01001588 AU - Kopf, Jaime M AU - Nee, Jennifer AU - Ishimaru, John M AU - Hallenbeck, Mark E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - ATIS Evaluation Framework PY - 2005/05//Final Research Report SP - 118p AB - This report documents the results of five Advanced Traveler Information System (ATIS) project evaluations performed for the Washington State Department of Transportation. The projects encompassed a range of devices in both urban and rural environments. Guidelines and lessons learned for planning and operating ATIS programs were then developed from the evaluation results. These observations were clustered into common themes in the areas of maintenance, rural projects, project management, staffing, training, support, and customer response. As part of this effort, a standardized approach for evaluating ATIS projects was developed. The approach was designed to focus on technical, management, and organizational lessons learned. The method was effective in producing useful information about ATIS benefits and deployment issues. Using that approach, an additional nineteen required ATIS evaluations will be performed in a second project phase. The additional evaluations will also provide an opportunity to further verify and strengthen the initial lessons learned, as well as to expand the method. KW - Advanced traveler information systems KW - Benefits KW - Customer satisfaction KW - Deployment KW - Evaluation KW - Lessons learned KW - Maintenance KW - Project management KW - Rural areas KW - Selection and appointment KW - Training UR - http://www.wsdot.wa.gov/research/reports/fullreports/606.1.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14313.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14313_files/14313.pdf UR - https://trid.trb.org/view/757368 ER - TY - RPRT AN - 01001586 AU - Pearson, W AU - Richmond, M AU - Johnson, G AU - Sargeant, S AU - Mueller, R AU - Cullinan, V AU - Deng, Z AU - Dibrani, B AU - Guensch, G AU - May, C AU - O'Rourke, L AU - Sobocinski, K AU - Tritico, H AU - Pacific Northwest National Laboratory AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Protocols for Evaluation of Upstream Passage of Juvenile Salmonids in an Experimental Culvert Test Bed PY - 2005/05//Final Report SP - 93p AB - The Washington State Department of Transportation (WSDOT) and its partner agencies developed a research program to design new and retrofit culverts. The goal of this program is to identify culvert bed configurations, designs, and associated hydraulic conditions that allow successful movement of juvenile salmonids upstream, while safely passing water, sediment, and debris downstream. WSDOT in cooperation with the Washington Department of Fish and Wildlife (WDFW) constructed a culvert test bed at the WDFW's Skookumchuck Hatchery in western Washington State. Battelle conducted experiments to establish protocols for future research on bed conditions, culvert shape, etc. This technical report describes various protocols, such as time of day, duration of test, and density of test fish, and provides hydraulic and biological characterizations of a baseline culvert. KW - Culverts KW - Design KW - Experiments KW - Fish passage KW - Protocols KW - Research KW - Retrofitting KW - Salmon KW - Test beds UR - http://www.wsdot.wa.gov/research/reports/fullreports/614.1.pdf UR - http://ntl.bts.gov/lib/25000/25100/25103/614_1.pdf UR - https://trid.trb.org/view/757375 ER - TY - RPRT AN - 01001483 AU - Lambert, James H AU - Jennings, R K AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Business Process Modeling for the Virginia Department of Transportation: A Demonstration with the Integrated Six-Year Improvement Program and the Statewide Transportation Improvement Program: Executive Summary PY - 2005/05//Final Contract Report SP - 24p AB - This effort demonstrates business process modeling to describe the integration of particular planning and programming activities of a state highway agency. The motivations to document planning and programming activities are that: (i) resources for construction projects are used effectively; (ii) employees know where projects are in their construction life cycles and how projects may have been changed; (iii) the time of agency employees is used effectively; and (iv) the employees are working together to complete transportation projects in a reasonable time. The effort adopts the Integrated Definition for Function (IDEF) modeling capability of the BPWin software (also known as the AllFusion Process Modeler). IDEF modeling encourages consistent documentation of who generates what information, products, services; for whom; how; and for what reasons. Across the agency, the modeling is useful in prioritizing processes for change and maintenance. The modeling empowers employees at all levels, makes institutional knowledge relevant and accessible, and removes bottlenecks. It also encourages the development of integrated systems along functional lines, including administration, engineering, and operations, and focuses agency personnel on the "good" rather than the "perfect" system. Highway agencies have multiple business processes that can benefit from an integrated description of business and technology in process models. For example, the information technology division of a large highway agency maintains and develops around sixty software applications at any one time. Business process modeling helps the division improve their allocation of resources and priorities to these applications. This document provides the purpose and scope of the effort, the method behind IDEF modeling and the AllFusion software, the results and discussion of the effort, the deliverables, and the recommendations for future work. The authors identify some significant benefits that can be realized by an implementing agency in exchange for modest costs. This Executive Summary presents a summary of the document described above. KW - Benefits KW - Business process modeling KW - Documentation KW - Employee empowerment KW - Highway departments KW - Implementation KW - Improvements KW - Information technology KW - Integrated systems KW - Planning KW - Programming (Planning) KW - Resource allocation KW - State departments of transportation KW - Strategic planning KW - Virginia Department of Transportation UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr18.pdf UR - http://ntl.bts.gov/lib/37000/37200/37240/05-cr18.pdf UR - https://trid.trb.org/view/757257 ER - TY - RPRT AN - 01001473 AU - Lambert, James H AU - Jennings, R K AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Business Process Modeling for the Virginia Department of Transportation: A Demonstration with the Integrated Six-Year Improvement Program and the Statewide Transportation Improvement Program PY - 2005/05//Final Contract Report SP - 112p AB - This effort demonstrates business process modeling to describe the integration of particular planning and programming activities of a state highway agency. The motivations to document planning and programming activities are that: (i) resources for construction projects are used effectively; (ii) employees know where projects are in their construction life cycles and how projects may have been changed; (iii) the time of agency employees is used effectively; and (iv) the employees are working together to complete transportation projects in a reasonable time. The effort adopts the Integrated Definition for Function (IDEF) modeling capability of the BPWin software (also known as the AllFusion Process Modeler). IDEF modeling encourages consistent documentation of who generates what information, products, services; for whom; how; and for what reasons. Across the agency, the modeling is useful in prioritizing processes for change and maintenance. The modeling empowers employees at all levels, makes institutional knowledge relevant and accessible, and removes bottlenecks. It also encourages the development of integrated systems along functional lines, including administration, engineering, and operations, and focuses agency personnel on the "good" rather than the "perfect" system. Highway agencies have multiple business processes that can benefit from an integrated description of business and technology in process models. For example, the information technology division of a large highway agency maintains and develops around sixty software applications at any one time. Business process modeling helps the division improve their allocation of resources and priorities to these applications. This document provides the purpose and scope of the effort, the method behind IDEF modeling and the AllFusion software, the results and discussion of the effort, the deliverables, and the recommendations for future work. Ten appendices provide the technical results. The authors identify some significant benefits that can be realized by an implementing agency in exchange for modest costs. KW - Benefits KW - Business process modeling KW - Documentation KW - Employee empowerment KW - Highway departments KW - Implementation KW - Improvements KW - Information technology KW - Integrated systems KW - Planning KW - Programming (Planning) KW - Resource allocation KW - State departments of transportation KW - Strategic planning KW - Virginia Department of Transportation UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr15.pdf UR - http://ntl.bts.gov/lib/37000/37200/37239/05-cr15.pdf UR - https://trid.trb.org/view/757255 ER - TY - SER AN - 01001463 JO - TechBrief PB - Federal Highway Administration TI - Achieving a High Level of Smoothness in Concrete Pavements without Sacrificing Long-Term Performance PY - 2005/05 SP - 4p AB - A portland cement concrete (PCC) pavement must achieve both a high level of smoothness during construction as well as a satisfactory long-term performance. It is unclear whether the smoothness of a pavement measured immediately after it is paved truly reflects the initial smoothness of the pavement because the smoothness can undergo changes over the short term (e.g., within 3 months) due to curling or warping effects. This research was performed to: assess whether high initial smoothness translates into better long-term performance; identify design features and material properties in PCC pavements that can cause an initially smooth pavement to exhibit detrimental long-term performance; provide guidance on adjustments that can be made to material properties, design features, and construction procedures in order to avoid these detrimental effects; investigate early age changes in smoothness of PCC pavements; and provide recommendations and guidelines regarding smoothness testing. This TechBrief summarizes the research findings, which are presented in greater detail in a report by the same title (FHWA-HRT-05-068). Among the topics discussed in the TechBrief are the following: the value of building smoother pavements; the effect of design features on smoothness of jointed plain concrete (JPC) pavements; the effect of PCC material properties on smoothness of JPC pavements; construction considerations; measurement of smoothness; early age changes in roughness and profile; and use of profile data for achieving smoother pavements. KW - Concrete pavements KW - Construction management KW - Curling KW - Measurement KW - Pavement design KW - Pavement performance KW - Pavement profile KW - Portland cement concrete KW - Properties of materials KW - Road construction KW - Roughness KW - Smoothness KW - Testing KW - Warpage UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/05069/05069.pdf UR - https://trid.trb.org/view/757180 ER - TY - RPRT AN - 01001462 AU - Pant, Prahlad D AU - Cheng, Yizong AU - Rajagopal, Arudi AU - Kashayi, Nagaraju AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Field Testing and Implementation of Dilemma Zone Protection and Signal Coordination at Closely-Spaced High-Speed Intersections PY - 2005/05//Final Report SP - 91p AB - The report presents the details of a study carried out to test and implement a dilemma zone protection technique at three high-speed closely-spaced intersections on Roosevelt Boulevard in Middletown, Ohio. Several factors that affect the testing and implementation of the dilemma zone reduction technique were considered as follows: (a) length of dilemma zone, which allowed for vehicular speeds ranging from 45 mph (72.41 kph) to 60 mph (96.54 kph) since speeds on these roadways are not uniform and tend to vary within a wide range; (b) detectors, which takes into account the varying speeds that exist on these roadways, were located at 300 ft (91.44 m) or 600 ft (182.88 m), but not both; (c) green extensions, which varied from 1 sec to 5 sec in increments of 1 sec, with the "no green extension" being used as the base case; and (d) vehicle conflicts caused by (i) running red light, (ii) stopping abruptly or (iii) accelerating through yellow representing the dilemma zone problem. The traffic data were collected during off peak hours in the morning (9am-11am) and at night (8pm-10pm). In all, 288 hours of data were collected on the six intersection approaches. The analysis revealed that accelerating through yellow was the major conflict for all intersections, followed by running red and stopping abruptly, respectively. The study indicated that the three types of conflicts, namely, running red light, stopping abruptly and accelerating through yellow, can be successfully used to identify vehicles that experience dilemma zone problems at signalized intersections. Overall, this study has shown that, for the roadway segment of Roosevelt Boulevard between Highland and Armco, which has a speed limit of 45 mph (72.41 kph), dillemma zone protection can be effective by placing detectors at 300 ft (91.44 m) and providing a green extension of 3 sec on most, but not all, approaches. The effectiveness was more evident during the morning period than during the night period indicating that drivers' speed behavior may be different during daylight and night conditions. The study shows that there is no one "universal" rule for dilemma zone protection that would apply equally to all intersections because each intersection is unique in its geometric and operational characteristics and vehicular speeds on any intersection varies within a wide range. Recommendations for implementing the technique for future improvements of intersections identified with dilemma zone problems were made. KW - Acceleration (Mechanics) KW - Data collection KW - Dilemma zone KW - Field tests KW - Green interval (Traffic signal cycle) KW - High speed intersections KW - Implementation KW - Length KW - Loop detectors KW - Middletown (Ohio) KW - Morning KW - Night KW - Off peak periods KW - Red light running KW - Signalized intersections KW - Stopping KW - Traffic control KW - Traffic data UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2005/Traffic/14754-FR.pdf UR - https://trid.trb.org/view/757152 ER - TY - RPRT AN - 01001277 AU - Cothran, Cheryl C AU - Combrink, Thomas E AU - Northern Arizona University, Flagstaff AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Grand Canyon National Park & Northern Arizona Tourism Study PY - 2005/05//Final Report SP - 108p AB - As Arizona's premier attraction, Grand Canyon National Park (GCNP) averages approximately 4.5 million visitors a year. Motor vehicles are the main travel mode for the vast majority of these visitors. Thus, GCNP visitors have an enormous impact on highways and transportation corridors throughout Arizona, especially northern Arizona. The exact nature of this visitor impact, however, especially overall regional travel patterns, has not been studied for many years. A 12-month scientific survey was conducted by the Arizona Hospitality Research and Resource Center at Northern Arizona University--the first in-depth GCNP survey in more than a decade. More than 7,800 visitors at both the North and South Rims were surveyed. The transportation section of the GCNP visitor survey produced data on visitors' highway usage and travel patterns, including: travel mode; state-entry points and park-entrance roads used; overall trip miles traveled in Arizona; roads traveled and towns visited; length of stay/overnights in communities; visitor perceptions of the quality, safety and congestion of Arizona highways; visitor perceptions of the clarity and effectiveness of highway signage; availability of traveler amenities; and, perceptions of the frequency and quality of northern Arizona rest stops. This research will increase knowledge of GCNP visitors' travel patterns and road usage. Correlations were run between transportation responses and other survey data (demographics, origins, etc.) to define further visitors' travel patterns and transportation needs. This research will help the Arizona Department of Transportation (ADOT) develop transportation strategies to improve the overall efficiency of the Arizona highway transportation system (focusing on northern Arizona), reduce environmental impacts, plan infrastructure investments, provide efficient access, and craft development patterns. Information is essential to inform decision-makers at all levels--federal, state and local--on issues regarding visitor travel patterns on Arizona roadways, as well as overall use and allocation of TEA-21 funds, with special attention to national park and tourism/visitor usage. The process owner will be the Transportation Planning Division of ADOT. KW - Access KW - Demographics KW - Environmental impacts KW - Grand Canyon KW - Highway safety KW - Impact studies KW - Infrastructure KW - Investments KW - Northern Arizona KW - Roadside rest areas KW - Strategic planning KW - Tourism KW - Tourists KW - Traffic congestion KW - Traffic signs KW - Transportation modes KW - Travel behavior KW - Travel patterns KW - Travel surveys KW - Traveler perception KW - Vehicle miles of travel UR - http://ntl.bts.gov/lib/24000/24900/24972/AZ565.pdf UR - https://trid.trb.org/view/756896 ER - TY - RPRT AN - 01000941 AU - Smith, Brian Lee AU - Evans, Marc E AU - Babiceanu, Simona AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Development of Incident Data Collection Standards for Virginia Department of Transportation Freeway Operations PY - 2005/05//Final Contract Report SP - 31p AB - The effective management of incidents is necessary in order to maintain efficient freeway operations. Within the Virginia Department of Transportation (VDOT), there are a number of units responsible for supporting incident management. These groups collect data describing the incidents they manage in order to facilitate real-time coordination and to allow for post-event analysis to improve incident management practices. However, the units generally collect different data elements and describe incident characteristics in different ways. This significantly reduces the value of these data. The purpose of this research project was to develop statewide incident data collection standards for use in VDOT freeway operations. The standard developed in this research includes the following 15 data elements: Unique ID, Incident Type, Incident Severity, General Description, Agencies Responding, Reversible High-Occupancy Vehicle Facility State, Lanes Closed, Route, Nearest Mile Marker, City or County, Direction, Start Time, End Time, Video Coverage, and Detection Source. This standard is beneficial in that it supports regional and statewide coordination of incident management and fully supports the incident management performance measures recently adopted by VDOT's Statewide Incident Management Committee. Furthermore, the VDOT standard is shown to comply with national intelligent transportation systems standards related to incident management. Risks of implementing the standard include a possible increase in data entry requirements and the potential need to modify software and databases slightly at some of VDOT's transportation management systems. KW - Data collection KW - Freeway operations KW - Incident management KW - Intelligent transportation systems KW - Standards KW - Traffic incidents KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr19.pdf UR - https://trid.trb.org/view/756742 ER - TY - RPRT AN - 01001010 AU - Cramer, Stephen D AU - Bullard, Sophie J AU - Covino, Bernard S AU - Ziomek-Moroz, Malgorzata AU - Holcomb, Gordon R AU - Tinnea, Jack AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Intermittent Application of Cathodic Protection PY - 2005/05//Interim Report SP - 74p AB - Oregon’s coastal highway includes over 120 bridges, most of which are reinforced concrete (RC) bridges. Over 40,000 m2 (430,566 ft2) of bridge surface has been repaired and protected from further corrosion damage using thermal-sprayed (TS) zinc anodes in impressed current and sacrificial cathodic protection (CP) systems. In addition, thermal-sprayed titanium, conductive carbon paint, and zinc-hydrogel anodes are being evaluated in demonstration projects on coastal RC bridges. Field and laboratory studies were conducted to evaluate commercial corrosion rate monitoring devices (CRMDs) suitable for use in intermittent CP (ICP) field operation on Oregon's coastal RC bridges. These studies showed that there was good agreement between mass loss and linear polarization resistance (LPR) measurement of rebar corrosion rates when the Stearn-Geary constant B was estimated using harmonic distortion analysis (HDA). There was good agreement between laboratory LPR corrosion rate measurements for rebar in concrete and measurements made using three commercial CRMDs (Gamry RPX1 LPR, SmartCET LPR, and SmartCET HDA). Since ICP operation uses depolarization and protection current measurements to monitor the CP system performance, it is necessary to install the CP system with conductive coating anodes isolated from the rebar. The studies showed TS zinc anode CP systems on RC bridges exhibit long-term increases in CP system circuit resistance and decreases in anode bond strength that would benefit from the application of ICP. However, there was no evidence that TS titanium and carbon paint ICCP anodes or zinc hydrogel SACP anodes would benefit from the application of ICP. A two year field study is recommended for an Oregon coastal RC bridge with multiple TS zinc anode CP zones to assess the effectiveness of ICP compared to present Oregon DOT CP practices for protecting coastal bridges from corrosion damage. Four ICP test zones are proposed along with two impressed current CP (ICCP) control zones. The four zones include: (1) current-interrupt ICCP, (2) corrosion-rate controlled ICCP, (3) constant-voltage CP, and (4) sacrificial CP. KW - Anodes KW - Carbon KW - Cathodic protection KW - Coasts KW - Conductive KW - Constant voltage KW - Corrosion protection KW - Corrosion rate KW - Equipment KW - Field studies KW - Hydrogel KW - Intermittent KW - Laboratory studies KW - Monitoring KW - Oregon KW - Paint KW - Reinforced concrete bridges KW - Reinforcing bars KW - Thermal spray coatings KW - Titanium KW - Zinc UR - http://oregon.gov/ODOT/TD/TP_RES/docs/Reports/CathodicProInterimRpt.pdf UR - https://trid.trb.org/view/756768 ER - TY - RPRT AN - 01000945 AU - Mueller, David S AU - Wagner, Chad R AU - U.S. Geological Survey AU - Federal Highway Administration TI - Field Observations and Evaluations of Streambed Scour at Bridges PY - 2005/05//Final Report SP - 134p AB - The variability and complexity of site conditions make it difficult to develop methodology for predicting scour at bridges. Laboratory investigations often oversimplify or ignore many complexities common in the field. The U.S. Geological Survey, in cooperation with the Federal Highway Administration and many State highway agencies, has collected and compiled field data on scour at bridges at 79 sites located in 17 States. These data have been analyzed to isolate pier scour, contraction scour, and abutment scour. The national data base contains 493 local pier scour measurements, 18 contraction scour measurements, and 12 abutment scour measurements. The pier scour measurements were used to evaluate 26 published pier scour equations. The Froehlich Design, HEC-18, HEC-18-K4, HEC-18-K4Mu, HEC-18-K4Mo (>2mm), and Mississippi equations proved to be better than the other equations for predicting pier scour for design purposes. However, comparison of the scour predicted from these equations with the observed scour clearly shows that variability in the field data is not correctly accounted for in the equations. Relations between dimensionless variables developed from laboratory experiments did not compare well with the field data. Analysis of the pier scour data indicated the importance of bed-material characteristics as a variable in the predictive equations. A new K sub 4 term for the HEC-18 pier-scour equation was developed based on the relative bed-material size (b/D50) where b=pier width and D50 is the median bed material. A review of published literature found 29 references to abutment and contraction scour data; however, only a few provided complete data sets. Published comparisons of observed versus computed scour were inconclusive. A detailed comparison of computed contraction and abutment scour with field observations for two sites in Minnesota was also inconclusive. The current methodology for computing scour depth provides reasonable estimates of the maximum total scour, but the individual estimates of contraction and abutment scour did not compare well with the observed data. The accuracy of the contraction and abutment scour equations may depend on the degree of contraction, the flow distribution in and configuration of the approach, and how well the hydraulic model represents the true flow distribution. KW - Accuracy KW - Bed material KW - Bridge abutments KW - Bridge piers KW - Bridges KW - Contraction KW - Databases KW - Equations KW - Field data KW - Field studies KW - Literature reviews KW - Mathematical prediction KW - Scour KW - Streambeds UR - http://www.fhwa.dot.gov/publications/research/infrastructure/hydraulics/03052/03052.pdf UR - https://trid.trb.org/view/756735 ER - TY - RPRT AN - 01000458 AU - Ozyildirim, Celik AU - Hughes, C S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - End-Result Specification for Hydraulic Cement Concrete PY - 2005/05//Final Report SP - 38p AB - The purpose of this research was to develop and implement an end-result specification (ERS) for hydraulic cement concrete for structural and paving use. This report details the development of the specification, in the form of a special provision, including the decisions that went into the choice of quality characteristics to be measured and the selection of items on which pay factors were to be based. It also shows and discusses the results of a simulation effort to determine pay factors under actual construction conditions that used the traditional specification. Finally, it includes data from two pilot bridge projects that used the special provision. Further evaluation of the ERS is recommended to address outstanding issues on lot size, testing, quality characteristics, selection of limits, and pay factors. The implementation of an ERS would lead to innovations and higher quality concrete in the finished product that, in turn, would result in longer lasting structures with minimal maintenance. If as little as a 5% increase in the service life were achieved, the savings would be in the millions of dollars. In addition, in cases of dispute, an ERS is more defensible than is a method specification. KW - Concrete KW - End result specifications KW - Hydraulic cement KW - Pay factors KW - Pilot projects KW - Quality control KW - Service life KW - Simulation KW - Specifications UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r29.pdf UR - https://trid.trb.org/view/756184 ER - TY - RPRT AN - 01000451 AU - Farrington, Mark W AU - Wadie, Shadi M AU - Peterson, Kenneth D AU - Lambert, James H AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Development of a Methodology to Coordinate and Prioritize Multimodal Investment Networks PY - 2005/05//Final Contract Report SP - 27p AB - Across the nation, there are opportunities to improve coordination among transportation modal agencies, including aviation, transit, ports, highway, rail, pedestrian, and bicycle modes. Virginia's statewide multimodal transportation planning effort VTrans2025 addresses multimodal coordination of transportation investments in the state. Virginia's Secretary of Transportation submitted a final report of the VTrans2025 effort to the Virginia General Assembly in November 2004. The purpose of this study was to demonstrate an analytical methodology that could aid efforts such as this to coordinate and prioritize multimodal investments. The methodology developed can help decision makers to identify and prioritize proposed multimodal investment networks (MINs). These are large-scale coordinated investments in transportation projects across modes. The body of this report describes relevant literature and provides an overview of the developed methodology: (1) prioritization of the MINs, and (2) statistical comparison of modal plans. The analytical methodology developed will be of interest to multimodal transportation planning efforts across the nation, particularly where there is a need for systematic evidence-based approaches to coordinating the efforts of modal transportation agencies. Most data in the report are presented solely for purposes of demonstrating the methodology. The methodology developed in this project fosters improved coordination in planning and programming transportation investments across modal agencies. The potential benefits of the methodology include identification of lower-cost investment alternatives when considering multiple modes relative to considering only single modes to meet a particular travel demand; selection and programming of multimodal solutions that have the highest performance relative to the available or required levels of investment; and increased transparency and accountability of the multimodal agencies for the uses of funding that can be allocated across multiple transportation modes. The costs of implementing the methodology developed in this study are minimal and include one-time training of staff of the modal agencies in the use of the identification and priority-setting methodology and software demonstrated in the current study; and regular interaction and dialogue among the staff of the modal agencies that are involved in the identification and prioritization of investments across modes. KW - Coordination KW - Investments KW - Methodology KW - Multimodal transportation KW - Networks KW - Strategic planning KW - Transportation planning UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr14.pdf UR - https://trid.trb.org/view/756152 ER - TY - RPRT AN - 01000128 AU - Federal Highway Administration TI - Benefits and Costs of Full Operations and ITS Deployment : A 2003 Simulation for Cincinnati (Varying Weather and Work Zone Conditions) PY - 2005/05 SP - n.p. AB - People who live in urban areas nationwide report that traffic congestion is one of their greatest quality-of-life concerns. When the demand for travel in a region exceeds the available capacity of the transportation system, residents suffer from excessive travel times, increased crash risks, diminished air quality, and other negative impacts. State and local transportation agencies have found it difficult to increase the transportation system supply rapidly enough to keep pace with the growing demand. Traditional approaches such as adding highway lanes, building new roads, or providing new transit lines are often too costly to be considered as reasonable solutions, particularly in the more densely populated areas of major cities. Transportation agencies are further challenged by the time required to design and construct these traditional infrastructure improvements. In response to this dilemma, transportation agencies have increasingly turned to improved operational strategies and Intelligent Transportation Systems (ITS) in order to squeeze more operational efficiency out of the existing transportation system. Examples of these operations and ITS strategies include synchronizing the timing of traffic signals to smooth traffic flow, providing incident response vehicles such as freeway service patrols to quickly clear traffic incidents and breakdowns, automatically tracking and dispatching transit buses to improve their on-time performance, and providing meaningful traveler information to the public to allow travelers to better plan their trips. The goal of full deployment and complete integration of ITS, however, has yet to be realized in any metropolitan area. The Federal Highway Administration (FHWA) initiated this study to explore the benefits and costs of fully deploying operational strategies and integrating ITS in metropolitan areas. The U.S. Department of Transportation and FHWA selected Tucson, Cincinnati, and Seattle for case studies representing small, medium, and large metropolitan areas, respectively. Beyond the difference in size of the three metropolitan areas, some additional variations in the analysis approach affected the relative benefits estimated in each case study area. Benefits were estimated in the Tucson example based on forecasts of traffic in the year 2025, while the benefits for Cincinnati and Seattle were based on 2003 traffic conditions. The Cincinnati study also includes the additional analysis of impacts during inclement weather conditions and construction activity, as well as the added benefits of weather and work zone mitigation strategies--strategies that are not included in the deployments for Tucson or Seattle. This report presents the findings of the Cincinnati, Ohio scenario. KW - Advanced traveler information systems KW - Automatic vehicle detection and identification systems KW - Benefit cost analysis KW - Cincinnati (Ohio) KW - Cities KW - Construction KW - Costs KW - Deployment KW - Dispatching KW - Freeway service patrols KW - Incident management KW - Intelligent transportation systems KW - Medium sized cities KW - Metropolitan areas KW - On time performance KW - Simulation KW - Strategic planning KW - Traffic congestion KW - Traffic flow KW - Traffic mitigation KW - Traffic signal timing KW - Transit buses KW - Urban areas KW - Weather conditions KW - Work zones UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13979.htm UR - https://trid.trb.org/view/751033 ER - TY - RPRT AN - 01000124 AU - Federal Highway Administration TI - Benefits and Costs of Full Operations and ITS Deployment : A 2025 Forecast for Tucson PY - 2005/05 SP - n.p. AB - People who live in urban areas nationwide report that traffic congestion is one of their greatest quality-of-life concerns. When the demand for travel in a region exceeds the available capacity of the transportation system, residents suffer from excessive travel times, increased crash risks, diminished air quality, and other negative impacts. State and local transportation agencies have found it difficult to increase the transportation system supply rapidly enough to keep pace with the growing demand. Traditional approaches such as adding highway lanes, building new roads, or providing new transit lines are often too costly to be considered as reasonable solutions, particularly in the more densely populated areas of major cities. Transportation agencies are further challenged by the time required to design and construct these traditional infrastructure improvements. In response to this dilemma, transportation agencies have increasingly turned to improved operational strategies and Intelligent Transportation Systems (ITS) in order to squeeze more operational efficiency out of the existing transportation system. Examples of these operations and ITS strategies include synchronizing the timing of traffic signals to smooth traffic flow, providing incident response vehicles such as freeway service patrols to quickly clear traffic incidents and breakdowns, automatically tracking and dispatching transit buses to improve their on-time performance, and providing meaningful traveler information to the public to allow travelers to better plan their trips. The goal of full deployment and complete integration of ITS, however, has yet to be realized in any metropolitan area. The Federal Highway Administration (FHWA) initiated this study to explore the benefits and costs of fully deploying operational strategies and integrating ITS in metropolitan areas. The U.S. Department of Transportation and FHWA selected Tucson, Cincinnati, and Seattle for case studies representing small, medium, and large metropolitan areas, respectively. Beyond the difference in size of the three metropolitan areas, some additional variations in the analysis approach affected the relative benefits estimated in each case study area. Benefits were estimated in the Tucson example based on forecasts of traffic in the year 2025, while the benefits for Cincinnati and Seattle were based on 2003 traffic conditions. This report presents the findings for the Tucson, Arizona scenario. KW - Advanced traveler information systems KW - Automatic vehicle detection and identification systems KW - Benefit cost analysis KW - Cities KW - Costs KW - Deployment KW - Dispatching KW - Forecasting KW - Freeway service patrols KW - Incident management KW - Intelligent transportation systems KW - Metropolitan areas KW - On time performance KW - Small cities KW - Strategic planning KW - Traffic congestion KW - Traffic flow KW - Traffic signal timing KW - Transit buses KW - Tucson (Arizona) KW - Urban areas UR - http://ttap.colostate.edu/downloads/library//FHWA/FHWA-JPO-04-032.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13978.htm UR - https://trid.trb.org/view/751026 ER - TY - RPRT AN - 01000123 AU - Federal Highway Administration TI - Benefits and Costs of Full Operations and ITS Deployment - A 2003 Simulation for Seattle PY - 2005/05 SP - n.p. AB - People who live in urban areas nationwide report that traffic congestion is one of their greatest quality-of-life concerns. When the demand for travel in a region exceeds the available capacity of the transportation system, residents suffer from excessive travel times, increased crash risks, diminished air quality, and other negative impacts. State and local transportation agencies have found it difficult to increase the transportation system supply rapidly enough to keep pace with the growing demand. Traditional approaches such as adding highway lanes, building new roads, or providing new transit lines are often too costly to be considered as reasonable solutions, particularly in the more densely populated areas of major cities. Transportation agencies are further challenged by the time required to design and construct these traditional infrastructure improvements. In response to this dilemma, transportation agencies have increasingly turned to improved operational strategies and Intelligent Transportation Systems (ITS) in order to squeeze more operational efficiency out of the existing transportation system. Examples of these operations and ITS strategies include synchronizing the timing of traffic signals to smooth traffic flow, providing incident response vehicles such as freeway service patrols to quickly clear traffic incidents and breakdowns, automatically tracking and dispatching transit buses to improve their on-time performance, and providing meaningful traveler information to the public to allow travelers to better plan their trips. The goal of full deployment and complete integration of ITS, however, has yet to be realized in any metropolitan area. The Federal Highway Administration (FHWA) initiated this study to explore the benefits and costs of fully deploying operational strategies and integrating ITS in metropolitan areas. The U.S. Department of Transportation and FHWA selected Tucson, Cincinnati, and Seattle for case studies representing small, medium, and large metropolitan areas, respectively. This report presents the findings of the Seattle, Washington scenario. KW - Advanced traveler information systems KW - Automatic vehicle detection and identification systems KW - Benefit cost analysis KW - Cities KW - Costs KW - Deployment KW - Dispatching KW - Freeway service patrols KW - Incident management KW - Intelligent transportation systems KW - Large cities KW - Metropolitan areas KW - On time performance KW - Seattle (Washington) KW - Simulation KW - Strategic planning KW - Traffic congestion KW - Traffic flow KW - Traffic signal timing KW - Transit buses KW - Urban areas UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13977.htm UR - https://trid.trb.org/view/751005 ER - TY - RPRT AN - 01018651 AU - Zhang, Zhongjie AU - Tao, Mingjiang AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Alternative Methods to Trench Backfill PY - 2005/04/30/Final Report SP - 101p AB - Conduit structures dealing with hydraulic drainage needs in the Louisiana highway system include pipe culverts, pipe arch culverts, storm drains, sewers, etc. Although the Louisiana Department of Transportation and Development (LADOTD) has standard specifications for furnishing and installing these conduit structures to guarantee their proper functions, unexpected pavement surface dips still occur at some locations of highway cross-drain culverts and cause the deterioration of pavement ride comfort. The goal of this study was to develop recommendations for design and construction procedures to eliminate such pavement surface dips above highway culvert crossing structures. Researchers conducted a literature search and field investigation on existing pavements at various cross-drain locations with and without the pavement surface “dip” problem. In addition to conventional laboratory tests, full-scale trench backfill tests at the Louisiana Transportation Research Center’s (LTRC's) Pavement Research Facility (PRF) site evaluated different backfill materials in a controlled environment. Four construction projects accommodated field trench backfill testing sections with various backfill materials to further verify the findings obtained previously. The field testing sections used concrete pipes varied in size from 36 to 54 in. Using different field compaction equipment and methods, the study explored and evaluated factors that influence the quality of highway cross-drain trench backfill. Relevant cost information is also included for future reference. The results from this study indicate that pavement surface dips at highway cross-drains on Louisiana highways involve many complex factors. The field probing tests revealed that the occurrence of the pavement dip depended largely on the relative stiffness of trench backfill materials with respect to their adjacent natural soils. The occurrence and magnitude of pavement surface dips depended also on other factors such as the stiffness of the pavement structure and truck traffic loading, etc. When a dip occurred at the surface, the trench backfill underneath was weaker than adjacent subgrade soils. Construction environment, contractors’ workmanship, backfill materials, and compaction are the major factors controlling the quality of trench backfill compaction. Sand used in Louisiana is not a good backfill for highway cross-drains due to its very poor gradation and difficulty in compaction. Alternatives such as crushed limestone and flowable fill should be used for highway cross-drains because of their good performance after placement. The dynamic cone penetration (DCP) device can be useful in evaluating the quality of trench backfills. LADOTD has implemented the results from this study by modifying the current specifications and standard design detail plans to accommodate the complicated field construction conditions. KW - Compaction KW - Concrete pipe KW - Conduits KW - Cross drains KW - Crushed limestone KW - Deterioration KW - Dips KW - Drainage KW - Environment KW - Field tests KW - Flowable fill KW - Hydraulics KW - Louisiana KW - Pavements KW - Pipe culverts KW - Quality control KW - Sand KW - Sewers KW - Specifications KW - Stiffness KW - Storm sewers KW - Traffic loads KW - Trench backfill KW - Workmanship UR - http://www.ltrc.lsu.edu/pdf/2005/fr_404.pdf UR - https://trid.trb.org/view/771657 ER - TY - RPRT AN - 01013381 AU - Kalinski, Michael E AU - Sripada, Ravi S AU - University of Kentucky, Lexington AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Application of Electromagnetic Geophysics (EMG) Technology to Subsurface Investigations PY - 2005/04/30/Final Report SP - 51p AB - A study was performed to investigate current methods for using electromagnetic geophysics (EMG) technology to assess the capabilities, limitations, and costs associated with these methods, and to identify EMG consultants and equipment that may be of benefit to the Wisconsin Department of Transportation (WisDOT) for performing site investigations in Wisconsin. Based on the results of this study, six EMG methods were identified and described. Based on the information provided by 10 consultants, several consultants who may be attractive candidates for providing EMG services to WisDOT were identified. Information was also compiled on 17 pieces of EMG equipment manufactured by 7 companies. This report provides a comprehensive overview of EMG in terms of description of methods, synopsis of consultant capabilities, and a summary of available EMG equipment. KW - Consultants KW - Electromagnetic geophysics KW - Equipment KW - Site investigation KW - Subsurface investigations KW - Wisconsin UR - http://minds.wisconsin.edu/handle/1793/6893 UR - http://wisdotresearch.wi.gov/wp-content/uploads/04-08emgtechnology1.pdf UR - https://trid.trb.org/view/767945 ER - TY - ABST AN - 01460721 TI - Modernize and Upgrade CANDE for Analysis and Design of Buried Structures AB - First introduced in 1976 under the sponsorship of FHWA, CANDE (Culvert ANalysis and DEsign) is a design and analysis tool for all types and sizes of buried structures. CANDE is a public-domain finite element program, available through McTrans, and is widely used by State DOTs, industry, consulting firms, and universities in the United States, Canada, Europe, Africa, and Australia. CANDE provides an elastic solution (Level 1), automated finite element mesh generation for common configurations (Level 2), and a user-defined finite element mesh (Level 3). CANDE operates in a batch-mode environment and was last updated and enhanced in 1989 (CANDE-89). Since then, significant changes have occurred in computer technology, such as Windows®-based programming environments. Moreover, recent NCHRP studies have introduced new design criteria and analysis techniques, which have been incorporated into AASHTO LRFD design specifications for buried structures. The objective of this project is to modernize and upgrade CANDE-89. The products of this research will be a fully documented Windows®-based, user-friendly buried structure analysis and load and resistance factor design program; a user's manual; and a tutorial. KW - Analysis KW - Design KW - Finite element method KW - Loads KW - National Cooperative Highway Research Program KW - Research projects KW - Resistance (Mechanics) KW - Structures UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=408 UR - https://trid.trb.org/view/1228939 ER - TY - RPRT AN - 01002013 AU - Berrios, Mariano AU - McGilvray, Peter AU - Forelle, Sara L AU - Burton, Scott AU - Bryk, Christina AU - Volarich, Karen AU - Stamm, Michael AU - Householder, Eric AU - Brett, Patrick AU - Bragdon, Clifford AU - Florida Atlantic University, Fort Lauderdale AU - Florida Department of Transportation AU - Federal Highway Administration TI - Conversion of Florida's Statewide Noise Barrier Inventory into a Spatially Referenced Geodatabase PY - 2005/04/29/Draft Report No. 2 SP - 87p AB - In January of 2004, the Environmental Management Office of the Florida Department of Transportation (FDOT) Central Office and the Catanese Center for Urban and Environmental Solutions (CUES) at Florida Atlantic University initiated conversion of the existing statewide noise barrier inventory spreadsheet into a user-friendly geodatabase. The statewide Noise Barrier Geodatabase (NBGD) is the first and only comprehensive geodatabase designed to serve as an inventory for existing and future barriers. The geodatabase structure provides FDOT with the ability to store and share information on the job number and general location of the barrier as well as physical dimensions of each barrier; costs of each barrier; percentage of the total construction project cost; contractor; existing background levels without the walls and predictions related to future noise levels with and without the wall; construction dates; and any general information of value to FDOT. A new barrier ID was developed for the existing barriers and the addition of new ones. The NBGD will be housed at the FDOT Central Office and updates will be coordinated with the individual districts and the Turnpike office. KW - Databases KW - Florida KW - Geographic information systems KW - Global Positioning System KW - Information management KW - Inventory KW - Noise barriers UR - http://www.fdot.gov/research/Completed_Proj/Summary_EMO/FDOT_BD546_02_rpt.pdf UR - https://trid.trb.org/view/757718 ER - TY - RPRT AN - 01044310 AU - Landphair, Harlow AU - McFalls, Jett AU - Storey, Beverly AU - Li, Ming-Han AU - Texas Transportation Institute AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - SDDOT Water Quality Enhancement Program for Construction PY - 2005/04/27/Final Report SP - 73p AB - This study examined the current practices used by the South Dakota Department of Transportation (SDDOT) to control storm water discharges from activities associated with construction. The study reviewed and summarized current regulations as implemented by the South Dakota Department of Environment and Natural Resources, surveyed current practice, knowledge and skills related to preparation, execution and maintenance of erosion and sediment controls of SDDOT Staff, their contractors and consultants and reviewed construction site state-wide. These findings were utilized to develop two new manuals for design and construction activities associated with erosion and sediment control and to develop a training program. The report made several recommendations to facilitate the preparation of the Storm Water Pollution Prevention Plan (SWPPP), facilitate materials selection, and institutionalize the knowledge needed to comply with water quality mandates. The educational materials prepared consisted of a series of 10 annotated presentations, an instructor’s manual and a student guide. It was recommended that these training materials be used as the basis for a sediment and erosion control certification program for SDDOT personnel, contractors and consultants that work for SDDOT. KW - Certification KW - Construction KW - Consultants KW - Contractors KW - Drainage KW - Erosion control KW - Handbooks KW - Manuals KW - Personnel KW - Regulations KW - Runoff KW - Sediment control KW - South Dakota KW - Surveys KW - Training KW - Water quality UR - http://www.sddot.com/business/research/projects/docs/SD2004_05_Final_Report.pdf UR - https://trid.trb.org/view/804609 ER - TY - ABST AN - 01463069 TI - Recommended Design Specifications for Live Load Distribution to Buried Structures AB - The design and evaluation of buried structures requires an understanding of how vertical earth loads and vehicular live loads are transmitted through earth fills. Force effects due to vehicular live loads are determined by approximate methods. The approximate method for estimating the distribution of vehicular live loads through earth fill in the AASHTO Standard Specifications has, over many years, produced designs that have performed acceptably. The AASHTO LRFD Bridge Design Specifications use a different approximate method that significantly increases live load pressures on buried structures compared with the Standard Specifications. When combined with the increased dynamic load allowance prescribed in the LRFD Specifications, this increase is even greater. In addition, the basis of the approximate methods in both codes is not well documented or understood. Therefore, a more rational approach that takes into account the numerous factors that affect the actual live load distribution on these structures is needed. The approach should be validated by comparison with buried structure performance. The objective of this project is to develop recommended revisions to the AASHTO LRFD Bridge Design Specifications relating to the distribution of live load to buried structures. In addition, refined methods of analysis for the distribution of live load to buried structures shall be developed. KW - Bridge design KW - Design KW - Evaluation and assessment KW - Fills KW - Force KW - Live loads KW - National Cooperative Highway Research Program KW - Structures UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=409 UR - https://trid.trb.org/view/1231294 ER - TY - RPRT AN - 01016486 AU - Berman, Jeffrey W AU - Bruneau, Michel AU - State University of New York, Buffalo AU - Federal Highway Administration TI - Approaches for the Seismic Retrofit of Braced Steel Bridge Piers and Proof-of-Concept Testing of an Eccentrically Braced Frame with Tubular Link PY - 2005/04/21/Technical Report SP - 167p AB - There are many steel truss bridges in the United States and other countries that were constructed at a time when seismic design was not well understood. Many of these bridges are now considered to be seismically vulnerable. Contributing significantly to their undesirable seismic performance are the braced steel piers that support the superstructure. These piers typically have bracing members that are made up of channels or angles that are tied together with steel lacings and rivets. Recent experimental investigations have shown that such structural members can suffer severe local buckling, rapid strength degradation, and limited ductility, when subjected to cyclic loading. Therefore, it is necessary to develop retrofit strategies for these piers that focus on protecting, strengthening, or increasing the ductility of the existing brace members. This report describes, categorizes, and uses selected qualitative measures to rate various retrofit strategies for steel truss bridge piers. Promising retrofit strategies which require fundamental research before they can be properly implemented are then identified. One such strategy is an eccentrically braced frame where the link is not subject to lateral torsional buckling. This is desirable since eccentrically braced frames have been shown to exhibit excellent seismic performance, and if lateral bracing of the link can be avoided, they can be easily implemented in bridge piers where lateral bracing can be difficult to provide. Design equations are then derived for links of eccentrically braced frames with hybrid rectangular cross-sections (hybrid meaning that the webs and flanges may have different yield stresses) including compactness requirements and stiffener spacings. Using the derived design equations, a proof-of-concept experimental study is designed and conducted. It is found that the hybrid rectangular link shows stable and ductile cyclic behavior with no sign of lateral torsional buckling, in absence of lateral bracing. Recommendations are then given for further research on both hybrid rectangular links for eccentrically braced frames and selected other retrofit strategies for the braced steel piers of truss bridges. KW - Braces KW - Bridge members KW - Bridge piers KW - Bridge superstructures KW - Buckling KW - Design KW - Ductility KW - Earthquake engineering KW - Earthquake resistant design KW - Earthquake resistant structures KW - Eccentric bracing KW - Equations KW - Frames KW - Hybrid rectangular links KW - Links KW - Performance KW - Proof of concept KW - Repeated loads KW - Retrofitting KW - Steel KW - Strategic planning KW - Truss bridges KW - Tubular structures UR - https://trid.trb.org/view/772015 ER - TY - CONF AN - 01018081 AU - Multidisciplinary Center for Earthquake Engineering Research TI - Proceedings of the Third PRC-US Workshop on Seismic Analysis and Design of Special Bridges PY - 2005/04/20/Technical Report SP - 268p AB - These are the Proceedings of the Third PRC-US Workshop on Seismic Analysis and Design of Special Bridges, which took place October 21-22, 2004 in Shanghai, China. It was collaboratively arranged by the Multidisciplinary Center for Earthquake Engineering Research (MCEER) and the State Key Laboratory for Disaster Reduction in Civil Engineering at the Tongji University in Shanghai, China. The workshop themes include seismic design and retrofit of long span bridges, small to medium span bridges with complex geometry and those bridges located on a particularly hazardous site. Seismic risk assessment, performance based design, and seismic safety evaluation are also covered. This volume contains 20 papers addressing a wide range of these research fields. The workshop agenda and a list of participants are also included. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Bridge design KW - Conferences KW - Earthquake engineering KW - Earthquake resistant design KW - Evaluation KW - Geometry KW - Hazards KW - Location KW - Long span bridges KW - Performance KW - Retrofitting KW - Risk assessment KW - Safety UR - https://trid.trb.org/view/773021 ER - TY - CONF AN - 01018080 AU - Peng, Tian-bo AU - Li, Jian-zhong AU - Fan, Li-chu AU - Multidisciplinary Center for Earthquake Engineering Research TI - Development of Double Spherical Seismic Isolation Bearing PY - 2005/04/20/Technical Report SP - pp 223-231 AB - The actual state of China's seismic design of continuous girder bridges is discussed and seismic isolation design principle is recommended for this kind of bridge. The configuration and working mechanism of the double spherical seismic isolation bearing developed recently is introduced briefly. The test results of the bearing are introduced in detail and it's shown that this kind of bearing is suitable for the seismic design of continuous girder bridges. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Base isolation KW - Bridge bearings KW - Bridge design KW - China KW - Continuous girder bridges KW - Development KW - Double spherical KW - Earthquake resistant design KW - Tests UR - https://trid.trb.org/view/773164 ER - TY - CONF AN - 01018079 AU - Carden, Lyle P AU - Itani, Ahmad M AU - Buckle, Ian G AU - Multidisciplinary Center for Earthquake Engineering Research TI - Buckling Restrained Braces for Ductile End Cross Frames in Steel Girder Bridges PY - 2005/04/20/Technical Report SP - pp 185-198 AB - Buckling restrained braces (BRBs) have been shown to be a cost-effective way of improving the seismic performance of moment-frame buildings. In this paper the application of these devices to bridge structures is explored and in particular BRBs are investigated as ductile members of the end cross frames in steel place girder bridges. Component experiments on a series of braces are first described and it is shown that they exhibit good cyclic behavior, although loading history and strain rate affect their performance and ultimate limit state. System experiments on a 0.4 scale model of a two-girder bridge using a pair of shake tables at the University of Nevada Reno are next described. BRBs are used in the ductile end cross-frames of this model and the results show a significant reduction in the shear demand in the bridge. Furthermore, the cross-sectional drift in the superstructures is less than when angle X-braces are used in the end frames. Ductile end cross frames are thus shown to be an effective means of improving the seismic performance of steel girder bridges and believed to be most effective when both the superstructure and substructure are relatively rigid. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Buckling KW - Ductility KW - Earthquake engineering KW - Earthquake resistant structures KW - End cross frames KW - Girder bridges KW - Rigid structures KW - Seismic performance KW - Steel plates KW - Steel structures KW - Substructures KW - Superstructures UR - https://trid.trb.org/view/773159 ER - TY - CONF AN - 01018077 AU - Li, Long'an AU - Multidisciplinary Center for Earthquake Engineering Research TI - A Seismic Measure for Three-span Cable-stayed Bridge in Longitudinal Direction PY - 2005/04/20/Technical Report SP - pp 159-169 AB - In this paper, the seismic responses of a cable-stayed bridge with different longitudinal restraint at the tower-girder connections are investigated. The results show that supplement of an elastic restraint or a fluid damper is useful measure to reduce structural response. Besides, a method which is used to estimate design parameters of longitudinal elastic restraint or fluid damper is presented, and the corresponding ranges of these parameters are suggested. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Bridge design KW - Cable stayed bridges KW - Dampers KW - Earthquake resistant design KW - Elastic restraints KW - Longitudinal reinforcement KW - Parameters KW - Seismic response KW - Structural response UR - https://trid.trb.org/view/773088 ER - TY - CONF AN - 01018076 AU - Shen, J Jerry AU - Yen, W Phillip AU - O'Fallon, John AU - Multidisciplinary Center for Earthquake Engineering Research TI - FHWA Guidance Document for Seismic Performance Testing of Bridge Piers PY - 2005/04/20/Technical Report SP - pp 149-158 AB - In order to provide assistance to seismic performance investigators in efficiently producing or obtaining consistent and reliable experimental testing results, Federal Highway Administration developed the "Recommendations for Seismic Performance Testing of Bridge Piers," which contains information on preparation, execution, and documentation of pier seismic performance testing. This document is purported for use in both academic research and engineering validations. It provides elaborate description on an assembly of available testing procedures while alternatives are offered. In addition to conventional piers made of reinforced concrete, steel, and wood, piers made of advanced material can be tested using the listed methods. Basic requirements on testing record are given, so to allow researchers or engineers to access and verify the testing results in a later time. Assistance from experienced experimental experts and bridge engineers were requested during the development of the document. An expert panel including members from academia, state highway agencies, and federal government, was assembled to advise the progress and review the product. At the time of completion of this paper, the FHWA guidance document is at its final stage of technical revision and will be published in a short time. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Bridge engineering KW - Bridge piers KW - Earthquake engineering KW - Earthquake resistant design KW - Earthquake resistant structures KW - Expert panels KW - Guidelines KW - Materials KW - Performance tests KW - Procedures KW - Reinforced concrete KW - Seismic performance KW - Steel KW - Testing KW - U.S. Federal Highway Administration KW - Wood UR - https://trid.trb.org/view/773083 ER - TY - CONF AN - 01018075 AU - Lwin, M Myint AU - Multidisciplinary Center for Earthquake Engineering Research TI - Construction Materials and Methods for Building Seismic Resistant Bridges and Structures PY - 2005/04/20/Technical Report SP - pp 1-13 AB - Major earthquakes around the world result in increased public awareness of the potential damage and disruption to the transportation systems. The bridge engineering community has learned and relearned many lessons from these earthquakes for developing improved earthquake design criteria, analysis tools, structural details and connections, building materials and construction practices. Extensive research and studies have been done to improve the seismic performance of new and existing bridges and structures. The main objective of this paper is to discuss the importance of selecting the proper materials, such as, high performance concrete, high performance steels and reinforced concrete polymers, and applying good construction practices in building seismic resistant bridges and structures. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Bridges KW - Construction KW - Earthquake engineering KW - Earthquake resistant structures KW - High performance concrete KW - High performance steel KW - Materials KW - Methodology KW - Polymers KW - Reinforced concrete UR - https://trid.trb.org/view/773022 ER - TY - CONF AN - 01018074 AU - Shinozuka, M AU - Zhou, Y AU - Banerjee, S AU - Multidisciplinary Center for Earthquake Engineering Research TI - Recent Studies on Fragility Information on Highway Bridges PY - 2005/04/20/Technical Report SP - pp 27-36 AB - Recent studies on fragility information on highway bridges are presented, highlighting statistical procedures for empirical curve development. Maximum likelihood is used for estimation of fragility parameters and statistical confidence of these parameters by means of analytical simulation. The confidence interval is quantitatively demonstrated to become narrower as the sample size of bridges at each damage level of interest increases. Dependence of the fragility curves on different bridge characteristics such as skew angle, number of spans, and soil conditions are demonstrated using empirical fragility curves. The empirical fragility curves are used to calibrate the parameters in the analytical fragility models such as the effect of retrofit and threshold values of ductility factors that define the state of damage. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Bridge characteristics KW - Ductility KW - Empirical methods KW - Fragility KW - Fragility curves KW - Highway bridges KW - Maximum likelihood method KW - Retrofitting KW - Simulation KW - Statistical analysis UR - https://trid.trb.org/view/773025 ER - TY - CONF AN - 01018073 AU - Ni, Yan-ping AU - Multidisciplinary Center for Earthquake Engineering Research TI - A Brief Introduction to the New Code for Seismic Design of Railway Engineering PY - 2005/04/20/Technical Report SP - pp 83-89 AB - In China, the seismic design of railway bridges is included in the code for seismic design of railway engineering. In recent years, the code for seismic design of railway engineering has been revised to adapt to the new trends for railway engineering. Some problems in the new code were presented and discussed in this paper. Furthermore, some practical examples about seismic design for railway bridges are introduced in this paper. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - China KW - Earthquake engineering KW - Earthquake resistant design KW - Railroad bridges KW - Railroad engineering UR - https://trid.trb.org/view/773074 ER - TY - CONF AN - 01018072 AU - Yan, Gui-ping AU - Zhao, Guan-yuan AU - Multidisciplinary Center for Earthquake Engineering Research TI - A Comparison of Minimum Confinement in European and American Codes for Circular RC Bridge Columns PY - 2005/04/20/Technical Report SP - pp 59-67 AB - The maximum response modification factor (e.g. force reduction factor) in the range of 3 to 4 for ductile bending columns are used in Eurocode 8, AASHTO, ATC-32 and Caltrans BDS. Correspondingly, the displacement ductility capacity of structures should be more than 4, and the curvature ductility of structures should be more than 13. Attained curvature ductility levels of columns with the minimum confining reinforcement in the four documents are evaluated taking account of longitudinal reinforcement ratio and axial force ratio. It is shown that, the requirement of ATC-32 can assure expected ductility levels of columns. The minimum confining reinforcement specified in Caltrans BDS is not enough. The requirements of Eurocode 8 and AASHTO are relatively conservative for columns with low longitudinal reinforcement ratio and low axial force ratio, but deficient for columns with high longitudinal reinforcement ratio and high axial force ratio. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Axial force KW - Bending KW - Bridges KW - Building codes KW - Circular columns KW - Confining pressure KW - Curvature KW - Dislocation (Geology) KW - Ductility KW - Europe KW - Longitudinal reinforcement KW - Reinforced concrete KW - United States UR - https://trid.trb.org/view/773069 ER - TY - CONF AN - 01018071 AU - Tang, G W AU - Lin, J H AU - Zhao, Y AU - Multidisciplinary Center for Earthquake Engineering Research TI - Responses of Long-span Structures Subjected to Multiple Random Ground Excitations PY - 2005/04/20/Technical Report SP - pp 139-148 AB - Long span bridges are usually important public facilities and so much attention has been given to evaluating their safety during earthquakes. The wave-passage effect caused by the different times at which seismic waves arrive at different supports must be taken into account during their design. The random vibration approach is based on a statistical characterization of the set of motions at the supports. For a long time it has been widely regarded as a good alternative for dealing with the above spatially varying input motions, but finding suitable computational methods has proved to be a difficult problem. This problem is largely overcome by the recently developed Pseudo Excitation Method (PEM), which is a highly efficient and accurate algorithm series. It is accurate because the correlation terms between all participating modes and between all excitations have both been included. It is also easy to use because the stationary random vibration analysis is transformed into a harmonic vibration analysis. Such deterministic computations are very convenient and numerical comparisons given in this paper also show the good applicability of this PEM random vibration method in dealing with the spatial effects. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Algorithms KW - Bridge design KW - Computation KW - Earthquakes KW - Elastic waves KW - Excitation KW - Long span bridges KW - Pseudo excitation method KW - Safety KW - Wave passage effect UR - https://trid.trb.org/view/773082 ER - TY - CONF AN - 01018070 AU - Ingham, T J AU - Multidisciplinary Center for Earthquake Engineering Research TI - Protective Measures in the Seismic Design and Retrofit of Long-Span Bridges PY - 2005/04/20/Technical Report SP - pp 91-101 AB - The use of protective measures in the seismic retrofit and/or design of six major U.S. bridges is described. The protective measures include the use of dampers for energy absorption and control of displacement; the use of isolation bearings for energy absorption and force-reduction; the use of ductile links for the control and localization of damage; and the use of stiffeners to prevent buckling and enhance ductility. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Base isolation KW - Bearings KW - Bridge design KW - Buckling KW - Control KW - Dampers KW - Dislocation (Geology) KW - Ductile connections KW - Earthquake resistant design KW - Energy absorption KW - Force KW - Long span bridges KW - Retrofitting KW - Stiffeners (Plates) UR - https://trid.trb.org/view/773075 ER - TY - CONF AN - 01018068 AU - Wang, Zhi-qiang AU - Multidisciplinary Center for Earthquake Engineering Research TI - Structural Seismic Analysis of Nanning Bridge PY - 2005/04/20/Technical Report SP - pp 199-211 AB - Nanning Bridge has its own particularity in seismic analysis. In order to improve the seismic performance of the vulnerable parts of the Bridge, initial research of the Bridge's seismic response was carried out for this project, and for three design methods of expansion joints, different seismic response of the bridge's main span were discussed in this article. It's the conclusion that two additional expansion joints should be set up between the main bridge and the approach bridge so as to separate the seismic response of main bridge from that of the approach bridge in longitudinal direction, and finally reduce the longitudinal seismic response of the main bridge. This conclusion can be referred in the following design of the Bridge. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Bridge design KW - Earthquake resistant structures KW - Expansion joints KW - Longitudinal KW - Methodology KW - Nanning Bridge KW - Seismic analysis KW - Seismic performance KW - Seismic response KW - Structural analysis UR - https://trid.trb.org/view/773161 ER - TY - CONF AN - 01018067 AU - Berman, Jeffrey W AU - Bruneau, Michel AU - Multidisciplinary Center for Earthquake Engineering Research TI - Proof-of-Concept Testing of a Laterally Stable Eccentrically Braced Frame for Steel Bridge Piers PY - 2005/04/20/Technical Report SP - pp 46-57 AB - Eccentrically braced frames have been shown to exhibit excellent seismic performance. However, eccentrically braced frames have had limited use in the steel piers of bridges due to the difficulty to provide the lateral bracing required to prevent possibility of lateral torsional buckling of the link. An eccentrically braced frame system in which lateral bracing of the link can be avoided, would make it desirable in the context of bridge seismic design and retrofit. This paper describes the design and testing of a proof-of-concept eccentrically braced frame specimen that utilizes a hybrid rectangular shear link that is not laterally braced. Equations used for design, including plastic moment, stiffener spacing, and limiting flange compactness ratio, are given and references for their derivations are provided. The quasi-static cyclic proof-of-concept testing is described and results are reported. 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 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Bridge design KW - Bridge piers KW - Buckling KW - Earthquake resistant design KW - Earthquake resistant structures KW - Earthquakes KW - Eccentric bracing KW - Equations KW - Failure KW - Hybrid rectangular links KW - Hysteresis KW - Lateral stability KW - Proof of concept KW - Retrofitting KW - Steel KW - Torsional strength UR - https://trid.trb.org/view/773067 ER - TY - CONF AN - 01018065 AU - Wagh, Vikas P AU - Multidisciplinary Center for Earthquake Engineering Research TI - Tappan Zee Bridge Seismic Assessment PY - 2005/04/20/Technical Report SP - pp 69-82 AB - Tappan Zee Bridge is a 4.9 km (3 miles) long, 50-year old bridge that spans the Hudson River between the towns of Nyack and Tarrytown, north of New York City. The bridge is the "Flag Ship" of the New York State Thruway (NYSTA) system. The bridge carries seven lanes of traffic and is a critical link in the New York City area transportation system. The subsurface geology of the Hudson River at the Tappan Zee Bridge site is unique. A considerable thickness of soil overlies the bedrock. The typical sequence of strata from the top consists of organic silt, silty clay, sand, silty clay, varved clay, glacial till and rock. The bridge foundations are supported on different subsurface conditions. The 2.4 km (1.5 miles) long western half of the bridge consists of 165 low level trestle spans, each 15.2 m (50 ft) long, supported on 24.4 m (80 ft) long timber piles in the organic clay and silty clay. The top of rock is as deep as 213.4 m (700 ft) below the riverbed in this area. To the east of the trestle spans, 76.2 m (250 ft) long deck truss spans flank the main navigational crossing. Most of these spans are founded on cofferdam foundations supported on piles supported on rock. The navigational main span structure is supported on four piers that are supported on partially buoyant pile support caissons. The caissons support approximately 70% of the dead load of the structure by buoyancy. Moderate earthquakes have occurred in New York historically and some seismic hazard does exist. According to the United States Geological Survey, on August 10, 1884, an estimated magnitude 5.2 event hit New York City. An earlier magnitude 5.2 earthquake had occurred on December 18, 1737. The unique Hudson River subsurface geology at the Tappan Zee Bridge site made the need for seismic assessment imperative. In 1994, NYSTA initiated seismic risk assessment of the Tappan Zee Bridge. The intent of the study was to establish seismic characteristics of the existing bridge. Site specific seismicity criteria were developed for this study. As a result of this study, certain initial assessments regarding the seismic vulnerability and the need for seismic retrofit in various segments of the bridge were determined. This study was completed in 1995. In 2001, the NYSTA initiated the Tappan Zee Bridge/I-287 Corridor Study, which included an independent investigation of seismic risk assessment and retrofit scenarios. New York City Seismic Hazard Guidelines published in 1998 were used for this study. This study was completed in 2004. The paper presents a qualitative comparison of the two studies and the varying degrees of seismic retrofit recommendations. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Bedrock KW - Bridge foundations KW - Bridge piers KW - Bridges KW - Caissons KW - Cofferdams KW - Earthquake engineering KW - Earthquake resistant design KW - Earthquake resistant structures KW - Earthquakes KW - Glacial soils KW - Hudson River KW - New York (New York) KW - New York (State) KW - Organic soils KW - Piles (Supports) KW - Retrofitting KW - Risk assessment KW - Rocks KW - Sand KW - Seismicity KW - Silts KW - Silty clays KW - Soils KW - Subsurface geology KW - Tappan Zee Bridge KW - Thickness KW - Timber KW - Trestles KW - Trusses KW - Varved clays UR - https://trid.trb.org/view/773071 ER - TY - CONF AN - 01018064 AU - Zhu, Xi AU - Huang, Jian-wen AU - Multidisciplinary Center for Earthquake Engineering Research TI - Inelastic Response and Damage Analysis of High-rise Bridge Pier under Pulse-type Near-fault Ground Motions PY - 2005/04/20/Technical Report SP - pp 15-26 AB - According to the engineering example of 8# bridge pier of Huatupo bridge, the inelastic response demands and seismic damage performance evaluation of reinforced concrete high-rise bridge pier under pulse-type near-fault ground motions and responding equivalent pulses were studies by using nonlinear dynamic time-history analysis method, and the rationality of equivalent velocity pulse model was checked. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Bridge piers KW - Earthquakes KW - Evaluation KW - Inelastic stress KW - Nonlinear equations KW - Performance KW - Pulses KW - Reinforced concrete KW - Seismicity KW - Time history UR - https://trid.trb.org/view/773024 ER - TY - CONF AN - 01018063 AU - Lee, George C AU - Liang, Zach AU - Multidisciplinary Center for Earthquake Engineering Research TI - On Modeling of Nonlinear Responses of Seismic Isolation Bridge Bearings PY - 2005/04/20/Technical Report SP - pp 213-221 AB - Seismic isolation for highway bridges employs various bearings, most of which possess nonlinear lateral stiffness. The nonlinear behavior may be approximated by using a model of a bi-linear parallelogram. For design purposes the slope of the diagonal of the parallelogram has been used as the effective lateral stiffness of the bearings(AASHTO "Guide Specification for Seismic Isolation Design," 2000). The linearization enables the designer to obtain the "effective period" for isolation design. In this paper, a statistical study on the model of the bi-linear parallelogram is carried out to determine the effect of the shape of the parallelogram on the accuracy of isolation by using the AASHTO approach. Theoretical formulation is made and numerical results are obtained. For bearing with "fat" hysteretic loops (lateral force vs. lateral displacement relationships) the error in isolation design can be very large. Analyses were carried out on the lateral force and the bearing displacement by using a general bi-linear hysteretic model. Numerical results show quantitatively the underestimation of the peak values of acceleration and displacement by using the linearized approach. Following closely the approach used in the current AASHTO guidelines for isolation bearing design (i.e. to obtain an "effective period" for a nonlinear bearing) a set of expressions for estimating the "effective stiffness" and other properties of the bearings are formulated. They may be used to improve the AASHTO design for bearings with large characteristic strength and with large damping. While results presented herewith may be used to check the bridge bearing design by using the current AASHTO guidelines, the fundamental purpose of this FHWA sponsored research program is intended to pursue principles and guidelines for the next generation of bridge isolation systems including new and innovative devices and approaches. This paper addresses one of the issues on modeling of nonlinear bearing responses. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Base isolation KW - Bridge bearings KW - Dislocation (Geology) KW - Highway bridges KW - Hysteresis KW - Lateral loads KW - Lateral stiffness KW - Linear equations KW - Modeling KW - Nonlinear response KW - Parallelogram UR - https://trid.trb.org/view/773162 ER - TY - CONF AN - 01018062 AU - Yang, Qingshan AU - Tian, Yuji AU - Multidisciplinary Center for Earthquake Engineering Research TI - Phase-difference-based Simulation of Correlated and Non-stationary Accelerograms PY - 2005/04/20/Technical Report SP - pp 115-128 AB - A new approach of spatially correlated and non-stationary earthquake ground motions based on phase difference spectrum is presented. The independent non-stationary accelerograms of the reference points, specified for each different type soil, are simulated by the inverse FFT, in which the Fourier amplitude spectrums are compatible with the specified power spectrum density functions and the Fourier phase spectrums are simulated on the basis of the empirical model of the phase difference spectrum. The spatial correlated and non-stationary earthquake ground motions are simulated by the Kriging technique, on the conditions of incoherency function and reference ground motions. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Accelerograms KW - Earthquakes KW - Fourier analysis KW - Seismicity KW - Simulation KW - Soil types UR - https://trid.trb.org/view/773079 ER - TY - CONF AN - 01018061 AU - Li, Jian-zhong AU - Fan, Li-chu AU - Song, Xiao-dong AU - Multidisciplinary Center for Earthquake Engineering Research TI - Investigation of Displacement Ductility Capacity for Tall Piers PY - 2005/04/20/Technical Report SP - pp 37-45 AB - In this paper, the incremental dynamic analysis (IDA) is used to investigate the effect of higher vibration modes on the displacement ductility capacity of a tall pier. The results show that if the conventional method is used to evaluate the displacement ductility capacity of tall piers, there will be large error. The contribution of higher vibration modes to response has a significant effect on the yield, ultimate displacement and displacement ductility capacity for a tall pier. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Bridge piers KW - Capacity KW - Dislocation (Geology) KW - Ductility KW - Incremental dynamic analysis KW - Vibration UR - https://trid.trb.org/view/773026 ER - TY - CONF AN - 01018060 AU - Ye, Aijun AU - Xu, Liping AU - Zhang, Xigang AU - Fan, Lichu AU - Multidisciplinary Center for Earthquake Engineering Research TI - A Structural System for Controlling Longitudinal Movements of a Super Long-Span Cable-stayed Bridge PY - 2005/04/20/Technical Report SP - pp 103-113 AB - The structural behavior of a cable-stayed bridge is highly dependent on its structural system, so it is a key issue in the design of a cable-stayed bridge. For a super long-span cable-stayed bridge, both floating system and fixed system have serious disadvantages, and the combination of floating system and supplementary longitudinal restraining devices may be a good solution. The investigation of structural system for the Sutong Bridge, which is a cable-stayed bridge with a main span of 1088m, has provided a case study that can supply references to other super long-span cable-stayed bridges. To limit longitudinal displacements of the Sutong Bridge from service load and earthquake, two supplementary restraining devices were proposed in the technical design stage, namely, elastic links and dampers with ultimate stops. This paper will focus on the investigation of the two devices, including the effect on static and seismic behavior, determination of parameters, and the effectiveness comparison of the two devices; finally, the selection of the final structural system of the bridge was introduced. The final structural system of the Sutong Bridge is the combination of floating system and dampers with ultimate stops allowing 750mm relative movement between girder and pylon, which is a good structural solution that ensures the safety of the bridge in the critical load cases. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Cable stayed bridges KW - Control KW - Critical loads KW - Dampers KW - Dislocation (Geology) KW - Earthquakes KW - Elastic links KW - Floating structures KW - Long span bridges KW - Longitudinal movements KW - Service loads KW - Structural behavior KW - Sutong Bridge (China) UR - https://trid.trb.org/view/773076 ER - TY - CONF AN - 01018059 AU - Yen, W Phillip AU - Tang, Benjamin AU - Multidisciplinary Center for Earthquake Engineering Research TI - Current and Recommended Bridge Seismic Design Specifications and Implementation in the USA PY - 2005/04/20/Technical Report SP - pp 129-137 AB - Our highways are built to transport goods and people, and connect nations, states and cities. As such, they are our lifelines to deliver daily needs such as food, water, and communication with other locations. Among highway systems, bridge is the most vulnerable component to the earthquake hazard. This paper introduced the current design specifications and recommended new design guidelines to the highway bridges in the USA. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Bridge design KW - Earthquake resistant design KW - Earthquake resistant structures KW - Earthquakes KW - Guidelines KW - Highway bridges KW - Specifications KW - United States UR - https://trid.trb.org/view/773081 ER - TY - CONF AN - 01018057 AU - O'Connor, Jerome S AU - Multidisciplinary Center for Earthquake Engineering Research TI - Seismic Risk Assessment Procedures and Mitigation Measures for Highway Bridges in Moderate Earthquake Zones of the Eastern U.S. PY - 2005/04/20/Technical Report SP - pp 171-184 AB - Because of the infrequent occurrence of earthquakes, the Easter half of the United states is generally not thought of as being particularly prone to earthquake damage. There have only been a few earthquakes of significant magnitude in recent history and the ones that occur with any kind of regularity are considered mild to moderate. Despite the lack of warning from Mother Nature, the potential for damage to highway bridges in these regions does exist. The vulnerability of the existing bridge population is accentuated by the fact that most were designed and detailed without any consideration of this potential. All states have a rigorous bridge inspection program to assess the physical condition of their bridges. In addition, some states have a vulnerability assessment program to measure the risk of damage from earthquakes as well as from other unusual occurrences like scour, overweight vehicles, fatigue cracking, and collision. This paper will present the screening and evaluation methodologies used by one such Department of Transportation (DOT) to lessen the potential for damage due to earthquakes, as infrequent or mild as they might be. It will also describe what precautionary design and detailing practices are typically used by DOTs in these regions even when high seismic forces are not anticipated. U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China KW - Bridge design KW - Earthquake damage KW - Earthquake engineering KW - Earthquakes KW - Eastern States KW - Highway bridges KW - Inspection KW - Performance KW - Procedures KW - Risk assessment KW - Seismic analysis KW - States KW - Traffic mitigation KW - United States UR - https://trid.trb.org/view/773089 ER - TY - ABST AN - 01557246 TI - Research for the AASHTO Standing Committee on Planning. Task 55. The Role of Collaboration in Freight Transportation Management AB - The case examples of public-private freight collaboration documented in this report illustrate why investing in a private good has public benefits, and why these ventures are worth the effort involved to both the public and private sectors. The four examples range from a simple state/railroad partnership around a single rail line and port to much more complex multi-state, multi-modal collaborations involving hundreds of millions of dollars in improvements. In each case, money served as an early catalyst for getting the parties to the table, but each collaborative mechanism was unique. Other important ingredients to these projects were strong leadership and respect among the participants, attributes that built trust and kept collaborators together, leading to success for all the partners. One unexpected finding is that once trust is established, partners in successful collaborations go on to take on other tasks for their mutual benefit. KW - Freight transportation KW - Improvements KW - Multi-agent systems KW - National Cooperative Highway Research Program KW - Research projects UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1269 UR - https://trid.trb.org/view/1346906 ER - TY - CONF AN - 01003169 AU - Federal Highway Administration AU - Pennsylvania Department of Transportation AU - New Jersey Department of Transportation AU - Delaware Valley Regional Planning Commission TI - Transportation Solutions Conference Proceedings PY - 2005/04/15 SP - n.p. AB - The Transportation Solutions conference took place on March 9-10, 2005 in Philadelphia, Pennsylvania. The conference addressed how to plan, develop and build communities and transportation infrastructure systems. Smart growth and smart transportation were discussed. U1 - Transportation SolutionsDelaware Valley Regional Planning CommissionPennsylvania Department of TransportationNew Jersey Department of TransportationFederal Highway AdministrationPhiladelphia,PA,United States StartDate:20050309 EndDate:20050310 Sponsors:Delaware Valley Regional Planning Commission, Pennsylvania Department of Transportation, New Jersey Department of Transportation, Federal Highway Administration KW - City planning KW - Communities KW - Conferences KW - Development KW - Infrastructure KW - Public transit KW - Road construction KW - Smart growth KW - Smart transportation KW - Transportation planning UR - https://trid.trb.org/view/759237 ER - TY - ABST AN - 01462993 TI - Research Program Design---Administration of Highway and Transportation Agencies. Freight Transportation: New Roles for State DOTs AB - State departments of transportation are focusing increased attention on freight transportation. The reasons are many, obvious and compelling. They include: (1) A rapidly increasing volume of freight; (2) Transportation overloads at major freight gateways; (3) Constraints on infrastructure capacity for all modes; (4) The need for efficiency in intermodal connections; and (5) Heavy traffic in major multimodal, multi-state transportation corridors. As a consequence, many State DOTs are analyzing the freight transportation needs of their states, giving greater priority to freight transportation investments, participating in public-private ventures, and engaging in innovative financing arrangements for freight projects. For most, this shift represents new lines of business and new ways of doing business. Many programmatic and technical issues are involved, but the foundation for programs must be constructed through policy and organization decisions. Therefore, the leaders of the State DOTs need to consider changes in their missions, their internal structures and in their ways of engaging productively with the private sector. This project will respond to this need by providing two focused, facilitated, and well-supported executive seminars for State DOT CEOs: (1) Freight Transportation: Redefining Public/Private Executing freight projects require that state DOTs engage with the private sector in ways not required for traditional highway projects. Doing this successfully requires understanding the composition of the relevant industry groups and their interests, resources, priorities, and constraints. To move in this direction, the seminar will focus on: (i) The importance of defining public benefit projects and proportioning public and private financing to the public and private benefits. For example, the Chicago CREATE program has involved the state and local public agencies with the six Class 1 railroads, the commuter rail system, and the local transit provider in a process that has determined the public and private benefits of expediting the movement of freight across the city and reached agreement on a financing package the reflects the distribution of benefits and (ii) Best practices examples of public-private partnerships for investment in freight projects and the lessons learned from these cases. The most fully-developed examples are freight rail projects, such as the Alameda Corridor, the Shellpot Bridge, the Kansas City Flyovers, the FAST Corridor, the Reno 'trench,' and the Kyle Rairoad Company/Kansas DOT partnership for infrastructure upgrade. The seminar will involve persons from both government and business who have carried out public-private partnerships that work to achieve both separate and mutual objectives. It will yield recommendations for actions that can stimulate more private investment in public benefit projects. The seminar will be conducted in conjunction with a larger meeting that will showcase examples of successful public-private partnerships for investment in freight rail. (2) Freight Transportation: Responding to New Missions Executing successful public-private partnerships for freight transportation requires that state DOTs make changes in their organization, staffing, and core functions such as planning, project development, and finance. This seminar will focus on: (i)The need to organize internally to respond effectively to the challenges of carrying out a freight transportation program. For example, the Maryland DOT has recently created an Office of Freight Logistics as a focal point for the department's freight activities, joining several other states, including Washington, Oregon, Maine, and Minnesota that have established multimodal freight offices and (ii) The need to organize for external working relationships with those who are essential to formulating and carrying out a freight transportation program. KW - Benefits KW - Financing KW - Freight handling KW - Freight traffic KW - Freight transportation KW - Infrastructure KW - Innovation KW - National Cooperative Highway Research Program KW - Public private partnerships KW - Research projects KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=552 UR - https://trid.trb.org/view/1231218 ER - TY - ABST AN - 01460580 TI - Research Program Design---Administration of Highway and Transportation Agencies. In-Service Training Needs for State DOTs AB - The objective of this project was to define the parameters of the "in-service" issue in state departments of transportation (DOT's) including the following: (1) Identify "in-service" training needs of state DOT's for engineers and other professionals ; (2) Identify "in-service" training needs of state DOT's for technical staff and field personnel ; (3) Identify current practices in meeting "in-service" needs in state DOT's ; (4) Identify desired delivery methods and strategies for meeting the "in-service" training needs of state DOT's ; and (5) Prepare a report that will serve as a resource to state DOTs, to participants in the National Summit on Transportation Education planned for Fall, 2005, to the LTAP Program, NHI and other training programs. KW - Downsizing KW - National Cooperative Highway Research Program KW - Research projects KW - Retirement KW - State departments of transportation KW - Technology KW - Training UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=556 UR - https://trid.trb.org/view/1228797 ER - TY - RPRT AN - 01042038 AU - Hallin, J AU - Smith, K L AU - Stanley, M AU - Vandenbossche, J AU - Morian, D AU - Applied Research Associates, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - PennDOT Pavement Life-Cycle Cost Analysis - Phase 1 PY - 2005/04/01/Final Report SP - 98p AB - The main objective of this study was to evaluate the Pennsylvania Department of Transportation (PennDOT's) current method of pavement LCCA and recommend steps the Department may take to improve its pavement LCCA process. In Phase I of the study, several activities were undertaken, consisting of the following: (1) A literature search/review to obtain applicable resource materials produced by both PennDOT and outside agencies, from which to determine the state of the art in LCCA. (2) Meetings with PennDOT officials to build upon the knowledge gained from the literature review and to find out how the process is being applied. This included a thorough review of how all of the input data were developed. (3) Meetings with appropriate Pennsylvania pavement industries to determine their perceptions on how the process is being applied. (4) A thorough analysis of PennDOT's current LCCA process, including a comparison to other States practices, examination of the LCCA inputs and how they were established, and thoroughly exercising the process to identify the sensitivity of the various input factors. Key findings and recommendations of the Phase I research include the following: (1) There is a great deal of flexibility in the methods used to determine initial pavement construction costs between Districts and various projects within a District. Standardized procedures for estimating initial costs using data contained in the ECMS database should be developed. (2) The schedules for pavement maintenance and rehabilitation (M&R) in the Pavement Policy Manual need to be updated to reflect improvements made in the design and materials used in both rigid and flexible pavements over the last 10 years. (3) There is no external review of the process by the affected industries in Pennsylvania. An annual joint PennDOT and pavement industry review program for the LCCA process should be instituted. (4) The criteria for selecting a discount rate of 6% could not be determined and it was found that the rate used by PennDOT is higher than rates used by most of the other States surveyed. The Office of Management and Budget (OMB) A-94 procedure described in the Federal Highway Administration's (FHWA's) 1988 Interim Technical Bulletin on LCCA should be adopted for use in the LCCA. KW - Costs KW - Flexible pavements KW - Life cycle analysis KW - Life cycle costing KW - Literature reviews KW - Pavement performance KW - Pennsylvania KW - Policy KW - Recommendations KW - Rehabilitation (Maintenance) KW - Road construction KW - Sensitivity KW - State of the art KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/798170 ER - TY - ABST AN - 01458667 TI - Enhanced Communications Interoperability: Assessment of Emerging Voice/Data Integration Tools AB - Develop a framework, guide, or service for use by the transportation community and others to prepare for the purchase or management of interoperable communications/data transmission systems and networks. USDOT FHWA is co-funding this project with a matching $100,000. KW - Communications KW - Data collection KW - Evaluation and assessment KW - Integrated systems KW - Interoperability KW - Management KW - National Cooperative Highway Research Program KW - Research projects KW - Voice frequency UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644 UR - https://trid.trb.org/view/1226878 ER - TY - RPRT AN - 01159361 AU - ICF Consulting AU - Federal Highway Administration TI - Assessing the Effects of Freight Movement on Air Quality at the National and Regional Level PY - 2005/04//Final Report SP - n.p. AB - This report discusses freight transportation activity and emissions at the national level and in six metropolitan areas (Baltimore, Chicago, Dallas-Fort Worth, Detroit, Houston, and Los Angeles). The report draws on a variety of existing studies and data sources and develops new emissions estimates to fill data gaps. The study findings were documented in six detailed technical memoranda prepared by ICF Consulting for FHWA over the course of 2004. This report presents selected highlights from those memoranda. Chapter 1 provides an introduction. Chapter 2 reviews freight transportation activity and emissions at the national level, including freight movement trends by mode, emissions standards that affect freight transportation, and national-level emissions from freight transportation. Chapter 3 presents estimates of freight transportation emissions in the six study areas by mode, including trucking, freight rail, marine vessels, port cargo handling equipment, aircraft, and airport ground support equipment. Chapter 4 describes strategies to reduce emissions from freight transportation, including technology-oriented strategies and operational strategies. Chapter 5 discusses conclusions and recommendations for future research. Three appendices provide supporting technical information. KW - Air quality KW - Air quality management KW - Aircraft KW - Cargo handling equipment KW - Exhaust gases KW - Freight transportation KW - Landside operations (Airports) KW - Landside operations (Ports) KW - Metropolitan areas KW - Railroads KW - Strategic planning KW - Trucking KW - United States KW - Water transportation UR - http://www.fhwa.dot.gov/environment/freightaq/index.htm UR - https://trid.trb.org/view/919904 ER - TY - RPRT AN - 01079278 AU - American Association of State Highway and Transportation Officials (AASHTO) AU - American Public Works Association AU - Federal Highway Administration AU - ITS America AU - Institute of Transportation Engineers (ITE) TI - National Traffic Signal Report Card Executive Summary SN - 193345005 PY - 2005/04//Executive Summary SP - 8p AB - Everyday we encounter traffic signals—on our way to and from work, running errands and picking up the kids from soccer practice. Traffic signals can either help us along our way or increase the time we spend traveling, making an already busy day more hectic and unpredictable. To gauge traffic signal operations, a national assessment was conducted to develop the first-ever National Traffic Signal Report Card. The Traffic Signal Operation Self Assessment was administered in August 2004, and voluntarily completed by 378 agencies in 49 states, representing about one-third of traffic signals in the United States. Findings indicate that, overall, traffic signal operation in the United States scores a D-. A D- means that traffic signals are not operating as efficiently as they could be. This results in unnecessary delay to travelers, with valuable time wasted sitting at an intersection. It also means that our air is being unnecessarily polluted by vehicles that start and stop inefficiently and that we’re using more fuel than necessary. KW - Air pollution KW - Exhaust gases KW - Fuel consumption KW - Highway operations KW - Highway traffic control KW - Traffic delays KW - Traffic signal control systems KW - Traffic signal timing KW - Traffic signals KW - United States UR - http://www.ite.org/reportcard/2005/NTS_ExecSummary.pdf UR - https://trid.trb.org/view/837007 ER - TY - RPRT AN - 01076678 AU - Karbhari, Vistasp M AU - Kaiser, Henning AU - Navada, Rajiv AU - Ghosh, Kumar AU - Lee, Luke AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Methods for Detecting Defects in Composite Rehabilitated Concrete Structures PY - 2005/04//Final Report SP - 424p AB - Fiber reinforced polymer (FRP) composites are increasingly being used to rehabilitate under-strength or deteriorating concrete structural elements and to prolong useful service-life of bridge structures. The rehabilitation is conducted through the external bonding of FRP strips onto the concrete substrate using either the wet layup process or the adhesive bonding of prefabricated strips. While the method has been shown to be extremely effective, there is a need for the development of expertise relating to identification of defects during inspection. This report addresses four specific aspects of defect identification: (1) identification of the types of defects in composite strengthened concrete structural elements; (2) determination of the potential effect of selected defects on the performance and integrity of the structural system; (3) identification of state-of-the-art quality assurance and non-destructive evaluation (NDE) technologies that can be used for detecting defects; and (4) preliminary investigation of selected technologies that have a high likelihood of being successfully used for purposes of quality assurance. Potential defects are identified, classified by type and stage at which they could occur, and their effects are listed. Criticality of selected defect types is assessed using an experimental fracture mechanics based approach. The range of NDE techniques identified is assessed based on pertinent characteristics required for inspection in the field, and the techniques are classified based on applicability. Two techniques – thermography (representative of a non-contact local technique) and vibration based modal analysis coupled with a damage detection approach (representative of a global technique) – are explained in more depth with examples of use. KW - Concrete structures KW - Deterioration KW - Fiber composites KW - Fiber reinforced polymers KW - Nondestructive tests KW - Quality assurance KW - Rehabilitation (Maintenance) KW - Service life KW - State of the art KW - Structural deterioration and defects KW - Substrates UR - https://trid.trb.org/view/815505 ER - TY - RPRT AN - 01074801 AU - Federal Highway Administration TI - Southern Corridor, I-15 at Reference Post 3 near St. George to State Route 9 near Hurricane, Washington County : environmental impact statement PY - 2005/04//Volumes held: Draft, F(2v) KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/834195 ER - TY - RPRT AN - 01074554 AU - Federal Highway Administration TI - Boulder City/U.S. 93 corridor study, Clark County: environmental impact statement PY - 2005/04//Volumes held: Draft, F(2v) KW - Environmental impact statements KW - Nevada UR - https://trid.trb.org/view/833948 ER - TY - RPRT AN - 01029917 AU - Sawyer, Hall AU - Rudd, Bill AU - Wyoming Game and Fish Department AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Pronghorn Roadway Crossings: A Review of Available Information and Potential Options PY - 2005/04 SP - 25p AB - Pronghorn historically ranged from southern Canada to northern Mexico and numbered 30-40 million. While many historic ranges are occupied today, herds are much smaller and more isolated. Habitat loss and movement barriers have contributed to the fragmentation and general decline of pronghorn populations. Roadways pose a major concern for pronghorn populations, both as a barrier to movements and as a mortality source from vehicle collisions. The ability of state wildlife agencies to manage and sustain pronghorn populations in future years will depend on their ability to maintain pronghorn movements across roadways and allow them access to the various seasonal ranges needed for survival. This study reviews, summarizes and analyzes available information on pronghorn roadway crossings; determines what type of pronghorn crossing structure is most likely to be effective; and identifies important considerations for sites where structures may be built and monitored for success. KW - Access KW - Animal migrations KW - Animal vehicle collisions KW - Fences KW - Habitat (Ecology) KW - Pronghorn KW - Wildlife KW - Wildlife crossings KW - Wyoming UR - http://gf.state.wy.us/downloads/pdf/pronghorn_report_final.pdf UR - https://trid.trb.org/view/786685 ER -