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 -