TY  - RPRT
AN  - 01025864
AU  - O'Connor, James T
AU  - Gibson, G Edward
AU  - Migliaccio, Giovanni C
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - 2004 Annual Interim Report
PY  - 2005/04//Technical Report
SP  - 32p
AB  - This report includes a synthesis of the main findings from the investigations conducted during the first year of Research Project 0-4661.  During the first year, the following research products were produced:  Research Product No. 1 - CDA Procurement Process Model (Research Report 0-4661-P1); and Research Product No. 2 - Essential Elements of CDA Master Contract (Research Report 0-4661-P2).  First, findings regarding Research Product No. 1 are summarized, including a breakdown of the Comprehensive Development Agreement (CDA) procurement phases with durations, and duration drivers, as well as lessons learned collected to date.  In the next section, results from Research Product No. 2 are conveyed, focusing on essential contract clauses and significant differences between CDA and traditional design-bid-build contracting.  Finally, the progress on Research Product No. 3 (Documentation of the SH130 Organizational Structure) is outlined.
KW  - Annual reports
KW  - Comprehensive development agreement
KW  - Contracting
KW  - Design build
KW  - Lessons learned
KW  - Organizational structure
KW  - Procurement
KW  - Research projects
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4661_1.pdf
UR  - https://trid.trb.org/view/782688
ER  - 

TY  - RPRT
AN  - 01025823
AU  - Rezai, Ali
AU  - Moore, Mark
AU  - Green, Travis
AU  - Washer, Glenn
AU  - Wiss, Janney, Elstner Associates, Incorporated
AU  - Federal Highway Administration
TI  - Laboratory and Field Testing of Automated Ultrasonic Testing (AUT) Systems for Steel Highway Bridges
PY  - 2005/04//Final Report
SP  - 139p
AB  - Fabrication inspection of welds is necessary to ensure the quality of workmanship during the fabrication process.  The implementation of automated ultrasonic testing (AUT) methods for inspecting butt welds in steel bridge fabrication is the subject of this report.  The primary goal is to evaluate the effectiveness of AUT as a replacement for radiographic testing (RT) for fabrication inspection of welds in steel highway bridges.  The AUT results are compared to RT results.  The advantages of implementing AUT as compared to RT for inspecting butt welds in fabrication plants is addressed.  The study consists of laboratory testing to assess the viability of the AUT system under a controlled laboratory environment and field testing at fabrication plants, during the routine fabrication process, to assess the performance and practicality of the AUT technique and system for use in the fabrication shop environment.  AUT, manual ultrasonic testing (UT), and RT systems are employed side by side for fabrication inspection of welds during field testing.
KW  - Butt welds
KW  - Fabrication
KW  - Field tests
KW  - Highway bridges
KW  - Inspection
KW  - Laboratory tests
KW  - Nondestructive tests
KW  - Quality assurance
KW  - Radiography
KW  - Steel bridges
KW  - Ultrasonic tests
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/04124/
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/04124/04124.pdf
UR  - https://trid.trb.org/view/783221
ER  - 

TY  - RPRT
AN  - 01024448
AU  - Seymour, Edward J
AU  - Carvell, James D
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Interim Guidelines for Data Access for Texas Traffic Management Centers
PY  - 2005/04//Product
SP  - 28p
AB  - This document provides interim guidelines and recommended action items for the Texas Department of Transportation (TxDOT) in pursuit of the most appropriate way to handle the administrative concerns of ownership of traffic management center (TMC) information, revenue opportunities associated with the data, and contractual agreements among agencies involved in the collection and dissemination of TMC data.
KW  - Administration
KW  - Data access
KW  - Data collection
KW  - Guidelines
KW  - Information dissemination
KW  - Interagency relations
KW  - Recommendations
KW  - Texas Department of Transportation
KW  - Traffic control centers
KW  - Traffic data
UR  - http://tti.tamu.edu/documents/0-5213-P1.pdf
UR  - https://trid.trb.org/view/782323
ER  - 

TY  - RPRT
AN  - 01022699
AU  - Milton, John
AU  - St Martin, Anna
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Understanding Flexibility in Transportation Design - Washington
PY  - 2005/04//Technical Report
SP  - 300p
AB  - This document provides conceptual guidance for the application of context-sensitive designs in the project development process and provides a compilation of issues that must be evaluated in highway design.  The intent of this document is not to be a definitive standard.  Rather it is to offer information and tools to project staff to increase their understanding of how the different issues are interrelated, and how understanding this interrelationship leads to better decision-making during the evaluation and optimization of trade-offs.  The contents of this document were developed to provide background information on the project development process, and the issues of liability surrounding flexibility in design.  Detailed discussions illustrate significant and distinguishing features of a variety of contexts in which projects may be located.  Also, guidance is provided for what type of users may be within each context, and how to develop a connection with the local community.  Each of these user groups has different needs associated with the design and operation of transportation facilities, and at times these needs conflict.  Many of these needs and the effect they may have on other users are discussed in this document.  Environmental considerations such as urban forestry, urban streams, natural resources, cultural and historic resources, air-quality, noise, vibration, night sky darkness, and the use of recycled materials are important components in context-sensitive designs.  This document provides information on how to mitigate for possible impacts of transportation facilities on the natural environment, and how to enhance the built environment through the use of vegetation and other materials.  Typical design considerations such as intersection characteristics, gateway elements, roadside design, roadway geometrics, and streetscape amenities present potential trade-offs.  The information offered in this document concerning these potential trade-offs aids designers and planners in balancing these trade offs during the project development process to achieve a safe, efficient, and aesthetically appealing transportation facility.
KW  - Aesthetics
KW  - Air quality
KW  - Alternatives analysis
KW  - Community involvement
KW  - Context sensitive design
KW  - Cultural resources
KW  - Decision making
KW  - Environmental design
KW  - Evaluation
KW  - Geometric design
KW  - Highway design
KW  - Highway safety
KW  - Intersections
KW  - Liability
KW  - Natural resources
KW  - Noise
KW  - Programming (Planning)
KW  - Recycled materials
KW  - Roadside
KW  - Streams
KW  - Streetscape
KW  - Urban design
KW  - Vegetation
KW  - Vibration
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/638.1.pdf
UR  - https://trid.trb.org/view/778626
ER  - 

TY  - RPRT
AN  - 01019130
AU  - Walker, Roger S
AU  - Fernando, Emmanuel
AU  - Sho, Yoshitaka
AU  - University of Texas, Arlington
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - A Methodology for Bump Detection Using Inertial Profile Measurements
PY  - 2005/04//Technical Report
SP  - 86p
AB  - The Texas Department of Transportation (TxDOT) started implementing its new ride quality specification in 2002. This specification requires the use of inertial profilers in lieu of profilographs for quality assurance testing of surface smoothness on new construction and rehabilitation projects. The profilograph-based ride specification that it replaced includes criteria on both section-wide and localized roughness. Although a method is currently used to evaluate localized roughness, its assessment and that of section-wide roughness are based on different criteria. The new ride specification identifies defects based on an allowable difference between the average measured profile and its moving average, and assesses section-wide roughness using the International Roughness Index (IRI). While both criteria are correlated to user perception of ride quality as measured by the Present Serviceability Index (PSI), this index is not presently used to establish the need for corrections. Also, the improvements in PSI resulting from corrections are neither evaluated nor predicted in the new ride specification. The new equation has been found to be more sensitive to the occurrence of localized roughness than IRI or the current ride equation. Thus, TxDOT initiated Project 4479 to investigate the application of the new equation for detecting defects in a smoothness specification. Its objectives are to determine methods for defining localized roughness characteristics that are objectionable to ride; and establish how these characteristics can be measured in an effective way for construction quality control and assurance using inertial reference profile data. The results of this project are discussed in the report.
KW  - Defects
KW  - Equations
KW  - Inertial profilers
KW  - International Roughness Index
KW  - Present serviceability index
KW  - Quality assurance
KW  - Quality control
KW  - Ride quality
KW  - Roughness
KW  - Smoothness
KW  - Specifications
KW  - Texas Department of Transportation
UR  - https://trid.trb.org/view/773011
ER  - 

TY  - RPRT
AN  - 01013374
AU  - Hunter, Sue
AU  - Boss, Deanne
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Examining Stress Levels of DSP Enforcement Personnel and Intervention Techniques--Phase II
PY  - 2005/04//Final Report
SP  - 42p
AB  - Phase I Wisconsin Division of State Patrol Law Enforcement Stress Study in 2001 indicated that Division of State Patrol (DSP) sworn personnel, like other law enforcement personnel throughout the country, experience high levels of organizational and critical incident stress.  This Phase II study follows up on these findings by evaluating the effectiveness of several training approaches as they relate to the reduction of sworn officer stress.  The goal was to find or develop a program that addressed officer stress and evaluate it for its effectiveness.  To meet the study's objectives, a day-long video-based training based on the work of Dr. Kevin Gilmartin was provided to groups of sworn officers over a thirteen-week period.  A pre-test at the beginning of the training, which provided a behavior baseline, and a post-test at six weeks and three months after the training were designed to gauge the effectiveness of the intervention at prompting behavioral changes.  The researchers found that the officers were very receptive to the emotional survival training and interested in making changes to improve their satisfaction across the range of life areas.  However, the low return rate on the post-test questionnaires made it impossible to determine if there had been any behavioral changes as a result of the training.  Through education and increased contact with Wisconsin Department of Transportation Employee Assistance Program personnel, the researcher anticipates that more sworn personnel will now recognize early warning signs of unhealthy stress levels and might possibly be more willing to seek the help that is available to them.  In an effort to continue to meet the unique needs of this high-risk group in the future, the researcher also solicited input from sworn personnel to more clearly understand what stress management resources and services might be most beneficial and most frequently utilized by sworn employees and family members.
KW  - Behavior modification
KW  - Education
KW  - Emotions
KW  - Employee assistance programs
KW  - Law enforcement personnel
KW  - Police
KW  - Stress (Psychology)
KW  - Training programs
KW  - Wisconsin
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/03-01stress-f.pdf
UR  - https://trid.trb.org/view/767892
ER  - 

TY  - RPRT
AN  - 01011102
AU  - Moudon, Anne Vernez
AU  - Sohn, D W
AU  - Rousseau, Gwen
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Travel Indicators and Trends in Washington State - Summary
PY  - 2005/04//Research Report
SP  - v.p.
AB  - This report summarizes Washington State travel trends for the period 1980-2001.  The contents are presented in three sections:  (1) How different are we?  Washington State versus the Nation; (2) PART I: Washington State 2001 Travel Indicators related to Demographic Factors and Land Use Factors; and (3) PART II: Trends 1980-2000 and Beyond.
KW  - Demographics
KW  - Land use
KW  - Public transit
KW  - Travel
KW  - Trend (Statistics)
KW  - Vehicle miles of travel
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/615.2.pdf
UR  - https://trid.trb.org/view/767344
ER  - 

TY  - RPRT
AN  - 01006033
AU  - Hearn, George
AU  - Puckett, Jay
AU  - Friedland, Ian
AU  - Everett, Tom
AU  - Hurst, Kenneth
AU  - Romack, George
AU  - Christian, George
AU  - Shepard, Richard
AU  - Thompson, Todd
AU  - Young, Ronald
AU  - American Trade Initiatives
AU  - Federal Highway Administration
TI  - Bridge Preservation and Maintenance in Europe and South Africa
PY  - 2005/04//Final Report
SP  - 150p
AB  - The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of how highway agencies in Europe an South Africa handle bridge maintenance, management, and preservation.  The U.S. delegation met with bridge preservation and maintenance experts from Denmark, Finland, France, Germany, Norway, South Africa, Sweden, Switzerland, and the United Kingdom.  The scanning study focused on bridge management systems, inspection practices, permit load evaluation and routing, and innovative maintenance practices in those countries.  The scanning team's recommendations for U.S. application include establishing several types of and intervals for bridge inspection, and requiring different levels of inspector certification.  The team also recommends research projects and syntheses to expand bridge management systems to include all highway structures, incorporate risk assessment in formation of network maintenance programs, evaluate the cost-effectiveness of proactive maintenance, study the success of waterproofing measures for protecting reinforced concrete members, evaluate coordinated maintenance planning for roads and structures to achieve minimum traffic disruption in a corridor, and examine procedures for load rating of bridges.
KW  - American Association of State Highway and Transportation Officials
KW  - Bridge management systems
KW  - Bridge members
KW  - Bridges
KW  - Certification
KW  - Coordination
KW  - Cost effectiveness
KW  - Denmark
KW  - Evaluation
KW  - Finland
KW  - France
KW  - Germany
KW  - Highway structures
KW  - Highway traffic
KW  - Innovation
KW  - Inspection
KW  - Loads
KW  - Maintenance
KW  - National Cooperative Highway Research Program
KW  - Norway
KW  - Permits
KW  - Planning
KW  - Preservation
KW  - Proactive maintenance
KW  - Procedures
KW  - Protection against environmental damage
KW  - Ratings
KW  - Recommendations
KW  - Reinforced concrete
KW  - Risk assessment
KW  - Routing
KW  - Scanning studies
KW  - South Africa
KW  - Sweden
KW  - Switzerland
KW  - U.S. Federal Highway Administration
KW  - United Kingdom
KW  - United States
KW  - Waterproofing
UR  - http://international.fhwa.dot.gov/pubs/pl05002/pl05002.pdf
UR  - https://trid.trb.org/view/760842
ER  - 

TY  - RPRT
AN  - 01003779
AU  - Ullman, Gerald L
AU  - Ullman, Brooke R
AU  - Finley, Melisa D
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluating the Safety Risk of Active Night Work Zones
PY  - 2005/04
SP  - 60p
AB  - In this report, researchers present an assessment framework for evaluating the expected crash consequences of performing a particular work activity on a given highway at night versus doing that same activity during the day.  Researchers predicate the framework on the availability of normal crash rates (crashes per 100 million-vehicle-miles), differentiated by daytime and nighttime conditions, on the particular roadway segment of interest.  These normal rates are then adjusted on a percentage basis to account for the incremental increase in crashes expected under both the daytime and nighttime work conditions.  An analyst would multiply the adjusted crash rates, representing the additional crash risk due to work activities, by traffic volumes expected to encounter the work zone in either the daytime or the nighttime period and the length of the work zone to determine the number of additional crashes that would be expected to occur due to the work zone in either period.  Also included in this report is a review of several potential countermeasures identified by the research team to reduce crashes resulting from active night work zone.  Researchers provide a critique of each one with regard to potential adoption consideration by the Texas Department of Transportation.  Overall, researchers could not justify widespread or blanket adoption of any of the countermeasures.
KW  - Countermeasures
KW  - Crash rates
KW  - Night
KW  - Risk assessment
KW  - Work zone safety
KW  - Work zones
UR  - https://trid.trb.org/view/760188
ER  - 

TY  - RPRT
AN  - 01003788
AU  - Sun, Charlie
AU  - Hopkins, Tommy C
AU  - Beckham, Tony L
AU  - Ni, Bixain
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Examination of Economical Methods for Repairing Highway Landslides
PY  - 2005/04//Final Report
SP  - 23p
AB  - The Kentucky Transportation Cabinet (KyTC) spends millions of dollars each year in the repairs of highway landslides.  In previous research, an inventory of highway landslides showed that about 1440 landslides of various sizes exist on major roadways maintained by the KyTC.  Moreover, emergency repairs can exceed one million dollars for large embankment failures.  In many instances, drilled-in, or driven, railroad steel rails were frequently used as a stop-gap measure to halt landslide movements or those efforts were tried as a permanent solution.  The use of rails to serve as a restraining structure was usually not successful when the height of fill exceeded about 20 ft.  The previous study also showed about 39% of the landslides were small and less than 20 ft in height.  Cost estimates indicated that railroad steel rails, when drilled and socketed into bedrock, may be effective and economical when the embankment height is less than about 20 ft.  This study had two major objectives.  Because railroad steel rails are widely used, the development of a theoretical method of analyzing and predicting the success of rails that are drilled-in and socketed into bedrock was a major objective.  To enhance this method and possibly extend the height that this technique may be used, theoretical equations were developed that include the use of lightweight backfill materials, such as geofoam, shredded tires, bundled tires, "red dog," and byproducts from coal-fired power plants.  Backfill materials with different unit weights, and existing in a layered system, may be analyzed.  To facilitate the use of the approach and make it widely accessible to KyTC engineers, and as a second major objective, the theoretical algorithms were programmed in a Windows computer program and stored in the Kentucky Geotechnical Database.  The twelve highway district offices and main central offices of the KyTC are connected in a client server system.  For a selected factor of safety, the program predicts the success of drilled-in rails so that the user may avoid using this technique when the factor of safety is not adequate to prevent failure.  However, when failure is predicted using the unit weights of ordinary soil, or rock, backfill, the program shows the thickness of geofoam (or other lightweight material) necessary to increase the factor of safety to a value greater than one.  The program has been checked by comparing results with results obtained from a program written by KyTC.  Several examples are performed to illustrate the use of the new computer program.
KW  - Algorithms
KW  - Computer programs
KW  - Economics
KW  - Geofoam
KW  - Kentucky
KW  - Landslides
KW  - Repairing
KW  - Safety factors
KW  - Scrap tires
KW  - Shredded tires
KW  - Steel rails
KW  - Trench backfill
KW  - Waste products
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_05_04_SPR_180_98_1F.pdf
UR  - https://trid.trb.org/view/760162
ER  - 

TY  - RPRT
AN  - 01003488
AU  - Chiu, Yi-Chang
AU  - Haas, Carl T
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Cost Effective Strategies for Communication with Remote Surveillance Stations
PY  - 2005/04
SP  - 156p
AB  - The advances of modern communication technologies have changed the way that roadway information is collected.  Innovative surveillance systems powered by various communication technologies have been installed to support various transportation operations.  The abundance of available communication technologies and multiple available communication system configurations presents overwhelming challenges for traffic engineers in selecting proper communication technologies for users of various traffic operation and intelligent transportation system (ITS) applications.  The objective of this research is to propose an effective approach to characterize available communication technology choices, and analyze how they can be applied to various traffic operations.  Of particular interest is to develop a guidebook to facilitate the decision-making in choosing appropriate communication technology given the operational requirements and decision objectives.  Because of the fast-paced developments in communication technologies, a web-based Knowledge Management System that enables on-line learning of applications vs. communication technology choices, as well as continual updates of the technology choice set has been developed to ensure the continual usability of this research product.
KW  - Communication
KW  - Cost effectiveness
KW  - Decision making
KW  - Guidelines
KW  - Highway operations
KW  - Intelligent transportation systems
KW  - Knowledge management
KW  - Remote sensing
KW  - Strategic planning
KW  - Technological innovations
KW  - Traffic engineers
KW  - Traffic surveillance
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4449_1.pdf
UR  - https://trid.trb.org/view/759740
ER  - 

TY  - CONF
AN  - 01002610
AU  - Mitchell, Gary L
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Thin Whitetopping Application at Williamsburg Regional Airport and Other Thin Whitetopping Airport Applications
PY  - 2005/04
SP  - pp 329-336
AB  - This paper describes the use of thin whitetopping at an airport in South Carolina.  By using the existing asphalt as a base material, the design is performed for the given aircraft mix expected to use the feature in question.  The Williamsburg County Regional Airport in Kingstree, South Carolina chose this rehabilitation procedure for its apron and taxiway.  Other similar whitetopping projects were used as a model for the Williamsburg County Regional Airport in planning its pavement rehabilitation.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Airports
KW  - Aprons (Airports)
KW  - Asphalt
KW  - Base course (Pavements)
KW  - Kingstree (South Carolina)
KW  - Pavement design
KW  - Pavement maintenance
KW  - Rehabilitation (Maintenance)
KW  - Taxiways
KW  - Thin whitetopping
KW  - Williamsburg County Regional Airport
UR  - https://trid.trb.org/view/758500
ER  - 

TY  - CONF
AN  - 01002609
AU  - Nishizawa, Tatsuo
AU  - Obata, Hiroyuki
AU  - Sasaki, Iwao
AU  - Kokubu, Katsuro
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Dynamic Behavior of Ultrathin Whitetopping Structure with High-Strength Concrete Under Traffic Load
PY  - 2005/04
SP  - pp 151-175
AB  - In this study, an ultrathin whitetopping structure with an ultra-high-strength, fiber-reinforced concrete -- high-strength concrete whitetopping (HSCWT) -- has been developed.  This paper investigates the mechanical behavior of an HSCWT structure due to traffic loading based on experimental examinations on full-scale test pavements constructed in an accelerated pavement testing facility and a dynamic 3DFEM analysis.  Effects of the visco-elastic nature of the underlying asphalt layer, joint reinforcement, and supporting condition on stresses in the HSC panels are examined. Numerical simulations revealed that small circular cracks, which appeared near the joints with weak support in the testing, can be explained by the 3DEF model.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Accelerated tests
KW  - Asphalt
KW  - Cracking
KW  - Fiber reinforced concrete
KW  - Finite element method
KW  - High strength concrete
KW  - Mechanical properties
KW  - Numerical analysis
KW  - Pavement joints
KW  - Pavement layers
KW  - Pavement performance
KW  - Reinforcement (Engineering)
KW  - Simulation
KW  - Stresses
KW  - Traffic loads
KW  - Ultrathin whitetopping
KW  - Viscoelasticity
UR  - https://trid.trb.org/view/758371
ER  - 

TY  - CONF
AN  - 01002606
AU  - Saeed, Athar
AU  - Hammons, Michael I
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Necessity of Existing Pavement Evaluation in Successful Ultrathin Whitetopping Implementation
PY  - 2005/04
SP  - pp 268-287
AB  - Experience from research conducted and experience gained from ultrathin whitetopping (UTW) projects demonstrates that the surface condition, integrity of the existing hot-mix asphalt (HMA) layer, and structural capacity of the existing pavement structure should be evaluated and considered as important factors in the overall design process. During a recently completed Innovative Pavement Research Foundation project, cores indicated the presence of a thin HMA lift.  This lift debonded during environmental testing, while the HMA and portland cement concrete (PCC) interface remained intact.  The surface condition and structural capacity were considered during the design of the first UTW runway rehabilitation project on a general aviation airport in the United States.  The existing runway surface conditions were assessed and pavement structural capacity was estimated using the falling-weight deflectometer and dynamic cone penetrometer and in situ and laboratory California bearing ratio tests.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Airport runways
KW  - Asphalt pavements
KW  - California bearing ratio
KW  - Cone penetrometers
KW  - Debonding
KW  - Falling weight deflectometers
KW  - General aviation airports
KW  - Hot mix asphalt
KW  - Implementation
KW  - Interfaces
KW  - Pavement conditions
KW  - Pavement design
KW  - Pavement layers
KW  - Pavement maintenance
KW  - Portland cement concrete
KW  - Rehabilitation (Maintenance)
KW  - Structural capacity
KW  - Surface course (Pavements)
KW  - Ultrathin whitetopping
KW  - United States
UR  - https://trid.trb.org/view/758444
ER  - 

TY  - CONF
AN  - 01002605
AU  - Armaghani, Jamshid
AU  - Luster, Roland
AU  - Greene, Jamie
AU  - Holzschuher, Charles
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Thin Whitetopping at Fernandina Beach Airport
PY  - 2005/04
SP  - pp 337-356
AB  - The thin whitetopping project at Fernandina Beach General Aviation Airport in north Florida is the largest whitetopping project in the southeast, and is the first 10-year warranted whitetopping airport project in the United States.  The project includes a 152-mm (6-in.) concrete overlay on runway 8-26, 127-mm (5-in.) overlay on taxiway C, as well as 279-mm (11-in.) full-depth concrete pavement on the extensions of runway 8-26 and taxiway C.  The existing asphalt pavement was severely cracked and rutted.  A number of options were evaluated including asphalt overlay, complete reconstruction with asphalt, and thin whitetopping.  The decision to use the thin whitetopping option was based on life-cycle cost analysis and its long-term performance.  The whitetopping panels for the runway were 1.5 x 1.9 m (5 x 6.25 ft), and the taxiway panels were 1.2 x 1.2 m (4 x 4 ft).  The design and specifications did not require surface milling except for grade adjustment to maintain uniform thickness for the whitetopping.  Also, no sealing was specified for cracks in the existing asphalt or for whitetopping joints.  Special emphasis was placed on timely saw-cutting of the joints.  A specification that required a 5-year minimum guarantee was developed for the project.  The contractors were given the option, with incentive, to extend the guarantee period to 10 years.  All bidding contractors provided a 10-year guarantee for the whitetopping.  The project was completed and has been in service since May 2003.  The first condition survey in December 2004 showed excellent conditions and significant increase in load carrying capacity of the whitetopping.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Airport runways
KW  - Bearing capacity
KW  - Concrete overlays
KW  - Concrete pavements
KW  - Contractors
KW  - Fernandina Beach Municipal Airport
KW  - Florida
KW  - General aviation airports
KW  - Incentives
KW  - Life cycle costing
KW  - Pavement joints
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Taxiways
KW  - Thin whitetopping
UR  - https://trid.trb.org/view/758503
ER  - 

TY  - CONF
AN  - 01002603
AU  - Riley, Randell C
AU  - Mallela, Jagannath
AU  - Gotlif, Alex
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Whitetopping: Atypical is Typical
PY  - 2005/04
SP  - pp 120-148
AB  - In the "real world" of highway pavement rehabilitation using conventional whitetopping and ultrathin whitetopping techniques, the pavement engineer more often than not runs into situations for which the standard rules cannot be applied.  Idealized "textbook" concepts and principles are modified regularly by practicing engineers to adapt to these real world situations.  This paper presents some case studies from some real world, less than ideal projects undertaken by the Cook County Highway Department and the Illinois Department of Transportation.  These projects highlight interesting challenges faced when considering pavement rehabilitation using conventional or ultrathin whitetopping, how they were overcome, and the results.  Various methods of dealing with the unexpected are reviewed, with implications discussed for alteration of current design methodologies.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Case studies
KW  - Highway maintenance
KW  - Illinois
KW  - Pavement design
KW  - Pavement maintenance
KW  - Paving
KW  - Rehabilitation (Maintenance)
KW  - Ultrathin whitetopping
KW  - Whitetopping
UR  - https://trid.trb.org/view/758370
ER  - 

TY  - CONF
AN  - 01002602
AU  - Newbolds, Scott A
AU  - Galal, Khaled A
AU  - Olek, Jan
AU  - Nantung, Tommy
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Behavior of Ultrathin Whitetopping Over Composite Pavements Exposed to Large-Scale Accelerated Loading
PY  - 2005/04
SP  - pp 217-241
AB  - Two ultrathin whitetopping (UTW) pavement test sections were constructed in the INDOT-Purdue University Accelerated Pavement Testing (APT) facility.  The pavement sections consisted of a UTW overlay of existing composite pavement sections.  UTW lanes were subjected to approximately 300,000 68-kN [15,000-lbf] or 500,000 40-kN [9,000-lbf] APT load applications.  The performance of the UTW overlays was monitored using destructive and nondestructive methods.  The results of the study indicate that the strength of the bond under the UTW layer may not be uniform.  Additionally, a wave effect in front of the loading sheet was shown to exist.  This finding appears to contradict previous assumptions that the UTW deflects rather than bends.  Finally, debonding of the UTW layer likely occurs prior to cracking.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Accelerated tests
KW  - Bending
KW  - Bond strength (Materials)
KW  - Composite pavements
KW  - Cracking
KW  - Debonding
KW  - Deflection
KW  - Destructive testing
KW  - Indiana
KW  - Loads
KW  - Nondestructive tests
KW  - Overlays (Pavements)
KW  - Pavement performance
KW  - Ultrathin whitetopping
UR  - https://trid.trb.org/view/758434
ER  - 

TY  - CONF
AN  - 01002600
AU  - Rasmussen, Robert Otto
AU  - Rozycki, Dan K
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Key Findings from NCHRP Synthesis of Highway Practice 338: Thin and Ultrathin Whitetopping
PY  - 2005/04
SP  - pp 194-196
AB  - The National Cooperative Highway Research Program (NCHRP) has recently published a Synthesis of Highway Practice entitled "Thin and Ultra-thin Whitetopping."  The purpose of this synthesis is to summarize available information and to document how departments of transportation and other agencies and owners are currently using thin whitetopping and ultrathin whitetopping overlays among their various pavement rehabilitation alternatives.  This presentation serves to highlight key findings from this comprehensive and cooperative effort.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Highways
KW  - National Cooperative Highway Research Program
KW  - Overlays (Pavements)
KW  - Pavement maintenance
KW  - Practice
KW  - Rehabilitation (Maintenance)
KW  - State departments of transportation
KW  - Synthesis (Chemistry)
KW  - Thin whitetopping
KW  - Ultrathin whitetopping
KW  - Utilization
UR  - https://trid.trb.org/view/758423
ER  - 

TY  - CONF
AN  - 01002596
AU  - Sutton, Kerry
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Thin Concrete Overlays of Composite Pavements in Southeast Michigan
PY  - 2005/04
SP  - pp 106-113
AB  - A thin concrete overlay, or whitetopping, is a widely used technique to rehabilitate deteriorated full-depth asphalt pavements.  Across Michigan, as well as other parts of the United States, agencies are faced with choosing an appropriate rehabilitation option to address old concrete pavements or even composite pavement sections, old concrete with a deteriorated asphalt overlay on top.  Local agencies in Michigan as well as the Michigan Department of Transportation (DOT) have developed and constructed a separated concrete overlay that involves constructing a 102-mm (4-in.) or less concrete pavement section and a 25-mm (1-in.) asphalt separator on the old pavement or composite pavement sections.  This paper outlines several projects constructed in the Detroit metro area including one constructed over 20 years ago and several more recent projects constructed in Wayne County.  Details of project scoping, design, and construction are provided as well as recent information on pavement performance.  The Michigan DOT will also be constructing a large, separated concrete overlay project in the City of Detroit during summer 2005.  This project will consist of over 167,226 m(squared) (200,000 yd(squared)) of 10-mm (4-in.) separated concrete overlay.  Details of this project are also discussed.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Asphalt pavements
KW  - Composite pavements
KW  - Concrete overlays
KW  - Concrete pavements
KW  - Detroit (Michigan)
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Paving
KW  - Rehabilitation (Maintenance)
KW  - Separators
KW  - Southeast Michigan
KW  - Whitetopping
UR  - https://trid.trb.org/view/758368
ER  - 

TY  - CONF
AN  - 01002594
AU  - Kumara, M Wasantha
AU  - Tia, Mang
AU  - Wu, Chung-Lung
AU  - Choubane, Bouzid
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Analysis of Composite Pavements Under Moving and Static Wheel Loads From a Heavy-Vehicle Simulator
PY  - 2005/04
SP  - pp 197-216
AB  - Six composite pavement test sections were constructed at the Florida Department of Transportation (FDOT) Materials Research Park and tested by a heavy vehicle simulator (HVS).  This paper presents the first part of the study, which includes the construction of the test section, development and verification of the analytical model, and initial test results.  A three-dimensional (3-D) finite element model was developed and used to analyze the response of the composite pavement test sections, which were tested with a heavy vehicle simulator.  Falling-weight deflectometer tests conducted at slab center and joints were successfully used to estimate the pavement parameters that were needed by the 3-D model.  The estimated pavement parameters include the elastic moduli of the concrete, asphalt mixture, lime rock base and subgrade materials, and stiffness of the slab joints.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Analysis
KW  - Asphalt mixtures
KW  - Base course (Pavements)
KW  - Composite pavements
KW  - Concrete
KW  - Dynamic loads
KW  - Falling weight deflectometers
KW  - Finite element method
KW  - Florida
KW  - Heavy vehicles
KW  - Limestone
KW  - Modulus of elasticity
KW  - Pavement joints
KW  - Pavement performance
KW  - Paving
KW  - Rocks
KW  - Simulation
KW  - Slabs
KW  - Static loads
KW  - Stiffness
KW  - Subgrade materials
KW  - Three dimensional displays
KW  - Wheel loads
UR  - https://trid.trb.org/view/758430
ER  - 

TY  - CONF
AN  - 01002593
AU  - Waalkes, Steven M
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Repair of Ultrathin Whitetopping
PY  - 2005/04
SP  - pp 323-326
AB  - Ultrathin whitetopping (UTW) typically consists of a 51- to 102-mm (2- to 4 in.) concrete overlay on existing asphalt pavement.  As UTW pavements age and carry traffic, repair may eventually be required.  UTW pavements may also require cuts for access to underground utilities.  Since UTW pavements are usually less than 102-mm (4-in.) thick, any repairs made are typically full replacement of the concrete, down to the underlying asphalt.  The repair process is much like that of full-depth repair of traditional concrete pavement, except that no load transfer devices (smooth dowel bars) are needed.  This presentation synopsis describes the repair of ultrathin whitetopping.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Aging (Materials)
KW  - Asphalt pavements
KW  - Concrete overlays
KW  - Pavement maintenance
KW  - Rehabilitation (Maintenance)
KW  - Repairing
KW  - Thickness
KW  - Traffic loads
KW  - Ultrathin whitetopping
UR  - https://trid.trb.org/view/758497
ER  - 

TY  - CONF
AN  - 01002592
AU  - Kim, Jiwon
AU  - Cho, Yoon-Ho
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Reflective Crack Problem on Whitetopping and Its Repair
PY  - 2005/04
SP  - pp 176-193
AB  - Whitetopping rehabilitation was introduced in Korea in 2001 as a government-funded research project.  Test construction was completed to verify the research outcomes, including design process and construction methodology.  Since August 2003, four commercial whitetopping projects have been completed.  Various ideas, including rapid setting concrete and thickened slab at the end, were tested to advance whitetopping rehabilitation methodology.  The performance of whitetopping has been successful, except for one paved strip that has developed a reflective crack that was caused by the old joint between the concrete and asphalt pavement.  The reflective crack was repaired with a slab replacement using steel reinforcement and an extra deep-cut joint following the existing crack.  This paper discusses the details of reflective crack developments and repair as well as whitetopping projects completed in Korea.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Asphalt pavements
KW  - Methodology
KW  - Pavement joints
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Paving
KW  - Reflective cracking
KW  - Rehabilitation (Maintenance)
KW  - Reinforcing steel
KW  - Repairing
KW  - Setting (Concrete)
KW  - South Korea
KW  - Whitetopping
UR  - https://trid.trb.org/view/758372
ER  - 

TY  - CONF
AN  - 01002591
AU  - Franco, Colin A
AU  - Manning, Francis J
AU  - Sock, Michael D
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Application of High-Performance Concrete Overlays (Whitetopping) for Safety at Signalized Intersections
PY  - 2005/04
SP  - pp 114-119
AB  - In 2002, the Rhode Island Department of Transportation began a whitetopping demonstration project.  The location, in a suburban area, included a downhill, signalized intersection that had severe rutting and shoving of the asphalt pavement.  The department's Research and Technology Development section worked with a team from the Design, Construction, Materials, and Maintenance sections to accomplish location selection, planning, design, drafting of contract documents, and construction management of the project.  This summary highlights the issues involved with the project and elucidates its problems, issues, and successes.  It covers planning, selecting a project site, defining design procedures, developing a materials quality control/quality assurance (QC/QA) plan, and partnering with the concrete construction industry to devise plans, specifications, and contract special provisions--quantities and scheduling.  Covered are preliminary operation requirements, such as mix design and placement of a test slab, operation, relevant (QC/QA) data, and monitoring over the last year.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Concrete overlays
KW  - Concrete placing
KW  - Construction management
KW  - Contracting
KW  - Demonstration projects
KW  - High performance concrete
KW  - Highway safety
KW  - Mix design
KW  - Monitoring
KW  - Operations
KW  - Pavement design
KW  - Paving
KW  - Paving materials
KW  - Planning
KW  - Quality assurance
KW  - Quality control
KW  - Rhode Island
KW  - Rutting
KW  - Scheduling
KW  - Shoving (Pavements)
KW  - Signalized intersections
KW  - Specifications
KW  - Suburbs
KW  - Whitetopping
UR  - https://trid.trb.org/view/758369
ER  - 

TY  - CONF
AN  - 01002585
AU  - Burnham, Thomas R
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Forensic Investigation of Ultrathin Whitetopping Test Sections at the Mn/ROAD Project
PY  - 2005/04
SP  - pp 262-267
AB  - In 1997 three ultrathin whitetopping (UTW) and three thin whitetopping (TWT) pavement test sections were constructed on the mainline portion of the Minnesota Road Research project (Mn/ROAD).  These test sections were placed to measure the performance of low-volume type designs under accelerated traffic loading conditions.  The sections were also constructed to evaluate the feasibility of the designs for high-volume applications.  Ultimately, the goal of the test sections was to provide comprehensive field performance data that, in the future, might be used in the development of a rational design procedure for UTW and TWT.  It is concluded that the performance of the UTW test cells at the Mn/ROAD project was directly related to the volume of traffic.  The amount and severity of distress was significantly more in the higher volume driver lanes of each test cell.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Accelerated tests
KW  - Data collection
KW  - Feasibility analysis
KW  - Field tests
KW  - Forensic science
KW  - High volume roads
KW  - Low volume roads
KW  - Minnesota
KW  - Minnesota Road Research Project (MnROAD)
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement performance
KW  - Procedures
KW  - Thin whitetopping
KW  - Traffic lanes
KW  - Traffic loads
KW  - Traffic volume
KW  - Ultrathin whitetopping
UR  - https://trid.trb.org/view/758437
ER  - 

TY  - CONF
AN  - 01002583
AU  - Rasmussen, Robert Otto
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Results from the Concrete Pavement Technology Program Task 3 Project on the Performance and Design of Whitetopping Overlays on Heavily Loaded Pavements
PY  - 2005/04
SP  - pp 318-320
AB  - In 2000, the Innovative Pavement Research Foundation (IPRF) and Federal Highway Administration (FHWA) initiated a project under the Concrete Pavement Technology Program with the goal of developing guidelines for designing, constructing, and rehabilitating whitetopping overlays.  The first goal was to summarize available information and document how the industry considers whitetopping overlays among various pavement rehabilitation alternatives.  Although whitetopping overlays have been constructed for decades, their recent popularity has stemmed largely from a renewed demand for longer lasting but cost effective solutions for hot-mix asphalt (HMA) pavement rehabilitation.  The second goal of the project was to extrapolate beyond this knowledge base and into the state of the art.  To accomplish this, a comprehensive design and construction process was developed for whitetopping overlays that provides the industry with a practical and reliable means to further utilize this important overlay type.  This presentation synopsis summarizes the key findings from this important effort.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Asphalt pavements
KW  - Concrete Pavement Technology Program
KW  - Cost effectiveness
KW  - Durability
KW  - Hot mix asphalt
KW  - Overlays (Pavements)
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Paving
KW  - Rehabilitation (Maintenance)
KW  - Traffic loads
KW  - Whitetopping
UR  - https://trid.trb.org/view/758447
ER  - 

TY  - CONF
AN  - 01002582
AU  - Riley, Randell C
AU  - Titus-Glover, Leslie
AU  - Mallela, Jagannath
AU  - Waalkes, Steve
AU  - Darter, Michael
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Incorporation of Probabilistic Concepts Into Fatigue Analysis of Ultrathin Whitetopping as Developed for the American Concrete Pavement Association
PY  - 2005/04
SP  - pp 288-317
AB  - Fatigue analysis for the design of ultrathin whitetopping (UTW) pavements as used in the design procedures published by ACPA is based on fatigue models that have been in existence for pavement design for decades.  The underlying assumptions in the fatigue models result in an unstated, conservative factor of safety in all UTW designs developed using the procedure.  Checking the performance of UTW projects against the design calculations reflects this conservatism.  Recent efforts in the revision of the existing fatigue models to incorporate probabilistic concepts are reviewed and approximate comparisons are made with several existing projects constructed in Illinois as a base of reference for the revised models.  Possible extension of the models into thicker designs is also discussed.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Analysis
KW  - Calculation
KW  - Fatigue (Mechanics)
KW  - Illinois
KW  - Pavement design
KW  - Pavement performance
KW  - Probabilistic analysis
KW  - Thickness
KW  - Ultrathin whitetopping
UR  - https://trid.trb.org/view/758446
ER  - 

TY  - CONF
AN  - 01002581
AU  - Rasmussen, Robert Otto
AU  - Ruiz, J Mauricio
AU  - Sherwood, James A
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Results of a Forensics Evaluation of the Ultrathin Whitetopping Overlays at the FHWA ALF Conducted Under Concrete Pavement Technology Program Task 5
PY  - 2005/04
SP  - pp 321-322
AB  - In 1998 eight test lanes of ultrathin whitetopping (UTW) were constructed over existing hot-mix asphalt (HMA) pavements at the Federal Highway Administration's (FHWA's) Accelerated Loading Facility (ALF) located at the Turner-Fairbank Highway Research Center in McLean, Virginia.  Various combinations of thickness, joint spacing, fiber reinforcement, and HMA base-type were used. In this presentation synopsis, the various failure mechanisms at the ALF UTW are identified and summarized.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Accelerated tests
KW  - Asphalt pavements
KW  - Base course (Pavements)
KW  - Concrete Pavement Technology Program
KW  - Failure analysis
KW  - Fiber reinforced materials
KW  - Forensic science
KW  - Hot mix asphalt
KW  - Loads
KW  - Overlays (Pavements)
KW  - Pavement joints
KW  - Spacing
KW  - Thickness
KW  - Ultrathin whitetopping
UR  - https://trid.trb.org/view/758448
ER  - 

TY  - CONF
AN  - 01002577
AU  - Vandenbossche, Julie M
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Best Practices for the Design and Repair of Thin and Ultrathin Whitetopping Based on Mn/ROAD Findings
PY  - 2005/04
SP  - pp 242-261
AB  - Thin and ultrathin whitetopping (TWT and UTW) overlays are becoming a more common method of pavement rehabilitation.  It is important to gain information on the types of distress that occur in the overlays and effective repair techniques.  In 1997, the Minnesota Department of Transportation constructed several TWT and UTW test sections at the Minnesota Road Research (Mn/ROAD) facility and at intersections in US-169 in Elk River, MN.  Many different overlay designs were represented at the test sections.  This allowed the opportunity to determine which design parameters help to optimize performance and to identify the type of failures that can occur.  Different techniques for repairing UTW were also investigated.  Various techniques were used to deter reflective cracking.  This included the use of various bond-breaking materials and full-depth sawing at strategic locations along the longitudinal joint to prevent cracks from propagating into adjacent panels at misaligned transverse joints.  The TWT and UTW test sections have shown that whitetopping is a viable rehabilitation alternative for asphalt pavements.  The importance of evaluating the existing pavement before placing the overlay and choosing an optimum panel size was exhibited.  It has also been shown that, when necessary, it is easy to repair UTW sections.  Various techniques for repairing each type of distress have been summarized.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Best practices
KW  - Bonding
KW  - Intersections
KW  - Materials
KW  - Minnesota Road Research Project (MnROAD)
KW  - Optimization
KW  - Overlays (Pavements)
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Reflective cracking
KW  - Rehabilitation (Maintenance)
KW  - Repairing
KW  - Thin whitetopping
KW  - Ultrathin whitetopping
UR  - https://trid.trb.org/view/758435
ER  - 

TY  - CONF
AN  - 01002576
AU  - Winkelman, Thomas J
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - The Illinois Whitetopping Experience: A Practical Approach
PY  - 2005/04
SP  - pp 77-105
AB  - Between 1998 and 2004, eight experimental whitetopping projects were constructed in Illinois.  Four of these projects rehabilitated highway intersections, and the remaining four rehabilitated mainline pavements.  The projects included the use of ultrathin whitetopping, thin whitetopping, and bonded concrete overlays.  This paper explores the construction and performance of all eight projects.  Details of the design, construction methods, construction costs, traffic loadings, and performance are addressed.  Detailed traffic counts, visual distress surveys, and soundings of the whitetopping projects were used as performance measures.  The performance of the thin whitetopping rehabilitations on the four mainline pavements and the ultrathin whitetopping sections of the intersection rehabilitations has been excellent to date.  The performance of the bonded concrete sections of the intersection rehabilitations has been poor.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Bonded concrete overlays
KW  - Costs
KW  - Highways
KW  - Illinois
KW  - Intersections
KW  - Methodology
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Paving
KW  - Rehabilitation (Maintenance)
KW  - Sounding
KW  - Surveys
KW  - Thin whitetopping
KW  - Traffic counts
KW  - Traffic loads
KW  - Ultrathin whitetopping
KW  - Whitetopping
UR  - https://trid.trb.org/view/758367
ER  - 

TY  - CONF
AN  - 01002333
AU  - Allen, Jeffrey K
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Colorado State Highway 83 Parker Road Thin Whitetopping Project
PY  - 2005/04
SP  - pp 34-37
AB  - This presentation synopsis discusses the project background, design and construction, construction phasing and traffic control, and the public information aspect of a thin whitetopping project on Colorado State Highway 83.  It also describes the awards that the project received.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Awards
KW  - Colorado
KW  - Construction phasing
KW  - Design
KW  - Highway traffic control
KW  - Paving
KW  - Public information programs
KW  - State highways
KW  - Thin whitetopping
UR  - https://trid.trb.org/view/758339
ER  - 

TY  - CONF
AN  - 01002331
AU  - Sullivan, Kevin
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Wadsworth Boulevard Whitetopping, Littleton County and the Colorado Department of Transportation
PY  - 2005/04
SP  - pp 38-41
AB  - This presentation synopsis describes a whitetopping project in Littleton County, Colorado.  A major concern of the Colorado Department of Transportation, with the amount of traffic the designated road carries, was causing minimal disruption to the traffic flow and traveling public.  A project of short duration was needed.  The project took 67 calendar days and the contractor earned a bonus for completing it in less than 70 days.  The synopsis details project data, incentives earned, awards won by the project, and also lists the team members on the project.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Awards
KW  - Contractors
KW  - Highway traffic
KW  - Incentives
KW  - Littleton County (Colorado)
KW  - Paving
KW  - Project management
KW  - State departments of transportation
KW  - Time duration
KW  - Traffic flow
KW  - Travelers
KW  - Whitetopping
UR  - https://trid.trb.org/view/758342
ER  - 

TY  - CONF
AN  - 01002330
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Proceedings of the International Conference on Best Practices for Ultrathin and Thin Whitetoppings, Denver, Colorado, April 12-15, 2005
PY  - 2005/04
SP  - 356p
AB  - These are the proceedings of the International Conference on Best Practices for Ultrathin and Thin Whitetoppings.  The conference took place in Denver, Colorado from April 12-15, 2005.  The conference program consisted of presentations and discussions on new developments related to the ultrathin and thin whitetopping technologies and lessons learned over the last decade in the use of these technologies.  The focus of the conference was implementable design and construction techniques that result in long-lasting ultrathin and thin whitetoppings.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Best practices
KW  - Conferences
KW  - Design
KW  - Durability
KW  - Implementation
KW  - Lessons learned
KW  - Pavement maintenance
KW  - Paving
KW  - Rehabilitation (Maintenance)
KW  - Resurfacing
KW  - Technology
KW  - Thin whitetopping
KW  - Ultrathin whitetopping
KW  - Whitetopping
UR  - https://trid.trb.org/view/758303
ER  - 

TY  - CONF
AN  - 01002328
AU  - Lowery, Greg
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Life-Cycle Cost Analysis of Thin Whitetopping
PY  - 2005/04
SP  - pp 16-33
AB  - This report summarizes experiences with thin whitetopping (TWT) in the state of Colorado and provides a model for an economic analysis that justifies selecting TWT for a pavement rehabilitation strategy.  Whitetopping is a concrete paving process where new concrete pavement is placed over an existing asphalt pavement.  The concrete bonds to the asphalt, resulting in a composite pavement.  Properties of both materials are measured or estimated for design.  Whereas a typical concrete pavement is placed no thinner than 203 mm (8 in.) in Colorado, TWT is typically place at 152 mm (6 in.) thickness because it derives some support from the asphalt layer.  Colorado began experimenting with TWT in 1990.  From 1990 to 2003, the Colorado Department of Transportation has placed over 627,095 m(squared) (750,000 yd(squared)) of TWT on 15 different roadways.  In 2004, another project with 81,940 m(squared) (98,000 yd(squared)) was placed.  This report provides a model for life-cycle cost analysis of the TWT process used in Colorado.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Analysis
KW  - Asphalt pavements
KW  - Bonding
KW  - Colorado
KW  - Composite pavements
KW  - Concrete pavements
KW  - Economic analysis
KW  - Life cycle costing
KW  - Pavement layers
KW  - Pavement maintenance
KW  - Paving
KW  - Rehabilitation (Maintenance)
KW  - Thickness
KW  - Thin whitetopping
UR  - https://trid.trb.org/view/758337
ER  - 

TY  - CONF
AN  - 01002327
AU  - Armaghani, Jamshid
AU  - Schmitt, Roger
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Performance of Florida's First Whitetopping Project
PY  - 2005/04
SP  - pp 71-76
AB  - In 1988, the Florida Department of Transportation constructed the first whitetopping project on US-1, south of Daytona Beach. This was an experimental project constructed on milled asphalt pavement on the southbound side of the four-lane, divided US-1.  The 3.1 km (1.9 mi) whitetopping project was designed to evaluate the performance of various thicknesses, joint spacings, doweled and undoweled joints, and standard and special dowel patterns.  This summary discusses the design, construction, and overall condition of the project.  The primary issues addressed are the performance of the 152-mm (6-in.) whitetopping section relative to the 178-mm (7-in.) and 203-mm (8-in.) sections, the performance of special dowels compared to standard dowels and doweled joints versus undoweled joints, the condition of the bond between the concrete overlay and the asphalt surface, and lessons learned.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Asphalt pavements
KW  - Bonding
KW  - Concrete overlays
KW  - Dowels (Fasteners)
KW  - Florida
KW  - Lessons learned
KW  - Patterns
KW  - Pavement design
KW  - Pavement joints
KW  - Pavement performance
KW  - Paving
KW  - Spacing
KW  - Surface course (Pavements)
KW  - Thickness
KW  - Whitetopping
UR  - https://trid.trb.org/view/758347
ER  - 

TY  - CONF
AN  - 01002323
AU  - Cable, James K
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Ultrathin Overlays: Standing the Test of Time
PY  - 2005/04
SP  - pp 45-58
AB  - In 1994, the Iowa Department of Transportation, in conjunction with the Federal Highway Administration, constructed an 11.6-km (7.2 mi) segment of ultrathin overlay on a section of portland cement concrete pavement in central Iowa.  The project included variations in base preparation, slab depth and size, use of fibers, and consideration for joint sealing.  The project was developed for 5 years of research monitoring, at the end of which the department decided to extend the evaluation for 5 years and to investigate the potential for repair methods of damaged panels.  The project has survived the 10-year research window, and continues to perform well.  The attributes that make this a good design are included in the paper for others to apply in the consideration of ultrathin surface restoration projects.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Base course (Pavements)
KW  - Concrete pavements
KW  - Depth
KW  - Fibers
KW  - Iowa
KW  - Joint sealing
KW  - Monitoring
KW  - Overlays (Pavements)
KW  - Pavement design
KW  - Pavement maintenance
KW  - Paving
KW  - Portland cement concrete
KW  - Rehabilitation (Maintenance)
KW  - Repairing
KW  - Research
KW  - Size
KW  - Slabs
KW  - Surface course (Pavements)
KW  - Time
KW  - Ultrathin whitetopping
UR  - https://trid.trb.org/view/758344
ER  - 

TY  - CONF
AN  - 01002317
AU  - Ardani, Ahmad
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Whitetopping Experiments in Colorado
PY  - 2005/04
SP  - pp 13-15
AB  - This presentation synopsis describes the history, research, and research product of an experiment in Colorado with whitetopping technology.  Two different procedures were developed to calculate thickness. One of the most important findings of the study was that whitetopping pavements behave as partially bonded systems and should be designed accordingly.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Bonding
KW  - Colorado
KW  - History
KW  - Pavement maintenance
KW  - Pavements
KW  - Procedures
KW  - Products
KW  - Rehabilitation (Maintenance)
KW  - Research
KW  - Technology
KW  - Thickness
KW  - Whitetopping
UR  - https://trid.trb.org/view/758336
ER  - 

TY  - CONF
AN  - 01002316
AU  - Akers, David J
AU  - Warren, Rich
AU  - American Concrete Pavement Association
AU  - Federal Highway Administration
AU  - Colorado Department of Transportation
TI  - Ultrathin Whitetopping in California and Nevada: A 13-Year Performance Perspective of Performance Based on Joint Spacing, Thickness, and Traffic Loading
PY  - 2005/04
SP  - pp 59-70
AB  - Since the first California ultrathin whitetopping (UTW) was constructed at a mortuary, UTW has proven not to be a dead concept but a steadily growing process providing low-maintenance pavements for streets, bus pads, intersections, and parking lots.  A Pavement Condition Index (PCI) survey of 18 projects using the Micropaver protocol yielded ratings of excellent to very good for 2- to 13-year old pavements located from coastal southern California to Reno, Nevada.  A constant in considering UTW for pavement rehabilitation has been the cost of saw-cutting joints at the close spacings recommended by the American Concrete Pavement Association (ACPA).  Based on the finding that 90% of projects constructed with joint spacings larger than those recommended by ACPA have PCIs > 85 (excellent), UTW subjected to car-only traffic can have larger spacings.
U1  - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW  - Automobile only traffic
KW  - California
KW  - Costs
KW  - Nevada
KW  - Pavement condition index
KW  - Pavement joints
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Spacing
KW  - Surveys
KW  - Thickness
KW  - Traffic loads
KW  - Ultrathin whitetopping
UR  - https://trid.trb.org/view/758346
ER  - 

TY  - RPRT
AN  - 01002007
AU  - Tia, Mang
AU  - Liu, Yanjun
AU  - Brown, Danny
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Modulus of Elasticity, Creep and Shrinkage of Concrete
PY  - 2005/04//Final Report
SP  - 181p
AB  - At present, the modulus of elasticity, creep and shrinkage properties of concrete that are used in structural design in Florida are based on the arbitrary available literature or based on the limited research of the locally available material.  There is a great need for a comprehensive testing and evaluation of locally available concrete mixes to determine these mechanical and physical properties of Florida normal-weight as well as lightweight concretes, so that correct values for these properties can be used in structural designs.  The main objectives of this study are (1) to design, evaluate and construct creep test apparatuses that are suitable and effective for performing creep tests on Florida concretes, and (2) to evaluate the compressive strength, indirect tensile strength, elastic modulus, drying shrinkage and creep characteristics of typical Florida Class II, IV, V and VI concrete mixes made with normal-weight and lightweight aggregates.  A creep test apparatus was designed, and twelve creep test apparatuses were constructed and set up in the laboratory for use in performing the creep tests in this study.  The creep test apparatus was evaluated to be working satisfactorily.  An effective procedure for the creep test using this apparatus was developed and documented.  This study has generated valuable data and determined general trends on the compressive strength, splitting tensile strength, elastic modulus, drying shrinkage strains and creep coefficient of typical Florida structural concretes made with normal weight and lightweight aggregates.
KW  - Compressive strength
KW  - Concrete
KW  - Creep
KW  - Creep tests
KW  - Florida
KW  - Lightweight concrete
KW  - Modulus of elasticity
KW  - Shrinkage
KW  - Tensile strength
KW  - Testing equipment
UR  - https://trid.trb.org/view/757596
ER  - 

TY  - RPRT
AN  - 01001592
AU  - Federal Highway Administration
TI  - Laboratory Assessment Process: Handbook for Expert/Peer Reviews at the Turner-Fairbank Highway Research Center, Version 2.1
PY  - 2005/04
SP  - 41p
AB  - The purpose of this handbook is to provide guidance for participants in the Turner-Fairbank Highway Research Center (TFHRC) Laboratory Assessment Process.  The primary audience for the handbook is members of the panels serving to review a laboratory.  The handbook acquaints panel members with the process and expectations associated with their involvement in the review.  The handbook is also a useful source of information about the reviews for laboratory managers and staff as well as the customers and stakeholders of the laboratories being reviewed.
KW  - Evaluation and assessment
KW  - Expert/peer reviews
KW  - Guidelines
KW  - Handbooks
KW  - Laboratories
UR  - http://www.fhwa.dot.gov/publications/research/general/05033/05033.pdf
UR  - https://trid.trb.org/view/757512
ER  - 

TY  - RPRT
AN  - 01001584
AU  - Kanitpong, Kunnawee
AU  - Bahia, Hussain U
AU  - Russell, Jeffrey S
AU  - Schmitt, Robert L
AU  - Crovetti, James A
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Effect of Pavement Thickness on Superpave Mix Permeability and Density
PY  - 2005/04//Final Report
SP  - 157p
AB  - This research study was conducted to determine the influence of maximum aggregate size, lift thickness, and aggregate source on the density and permeability of asphalt mixtures designed according to the Superpave criteria.  The project included results of 16 mixes used on 9 field projects in which critical variables affecting the density and permeability of hot mix asphalt (HMA) were varied.  The in-place density and field permeability were measured using the nuclear gauge and the NCAT field permeability device, respectively.  Field cores were taken from completed field pavements for measuring permeability in the laboratory by using the ASTM D5084 method.  In addition laboratory compaction was used to prepare and test samples in the laboratory from loose mixtures recovered from the field.  The results from field study indicate that density and permeability of Superpave mixes are affected by project-specific variables including gradation, base type, source, and Ndesign level.  For fine-graded mixes the t/NMAS ratio showed a lower density particularly below a ratio of 2 for gravel-source mixes and a ratio of 3 for limestone-source mixes.  No clear relationship was found, however, between t/NMAS ratios and permeability for fine-graded mixes.  For coarse-graded mixes no specific trends for effect on density were found but there were effects on permeability.  Low t/NMAS ratios for limestone-source were found to increase permeability, but no trend could be found for the gravel-source mix.  It was also found that there is a correlation between aggregate gradation and permeability.  As the ratio of (%P1/2-%P3/8)/(%PNo.4-%PNo.8) increases, the permeability decreases, and as the gaps between the coarse aggregates (%P1/2" and %P3/8") and/or the fine aggregates (%P4 and %P8) increase, the permeability increases.  This trend could be used in the mix design process to limit permeability by either reducing the difference between the coarse sieves, fine sieves, or both.  In the laboratory study, two compaction procedures, called Method A and Method B, were used to produce specimens using the Superpave Gyratory Compactor (SGC).  The result indicates that Method B, which is based on using Ndesign gyrations for different sample sizes, can be used to produce samples that give permeability values similar to values measured for field cores.  The results indicate a good relationship between field permeability (using the NCAT device) and lab permeability measured on field cores of fine-graded mixes with amount of passing No. 8 sieve (P8) higher than 45%.  However, the relationship between field permeability and lab permeability measured on field cores of coarse-graded mix (P8 lower than 40%) is very poor.  It is therefore concluded that the NCAT permeability device could possibly be used in the field for fine-graded mix (with P8 higher than 45%) to measure a permeability index that is related to the true permeability of field cores as measured by the ASTM D5084.  However, to measure the field permeability of coarse-graded mix (P8 lower than 40%), an approach to prevent water leakage along the sealant due to rough pavement surface should be established.  For coarse graded mixtures, there appears to be no alternative better than taking field cores and testing them in the lab.  For estimating permeability during mixture design, a method for preparing and testing permeability of SGC specimens and interpolating based on expected field density is introduced.  The results represent a good estimate of the expected in-place field permeability.  The recommendations from this study included no changes in the selection of minimum pavement thickness and t/NMAS ratios in the specifications.  However, this recommendation does not ensure achieving density nor limit permeability.  It is also recommended that for the permeability and density criteria for Superpave mix designs, the target permeability and density values should be developed from in-service pavements with recorded performance histories.  For further study, the warranty projects with proven record of performance can be used to define target density and permeability criteria for HMA pavement in Wisconsin.
KW  - Aggregate gradation
KW  - Aggregate sources
KW  - Asphalt mixtures
KW  - Asphalt pavements
KW  - Coarse aggregates
KW  - Cores (Specimens)
KW  - Density
KW  - Field density
KW  - Field tests
KW  - Fine aggregates
KW  - Gravel
KW  - Gyratory testing machines
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Lift thickness
KW  - Limestone aggregates
KW  - Mix design
KW  - Nominal maximum aggregate size
KW  - Permeability
KW  - Recommendations
KW  - Superpave
KW  - Thickness
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53881/02-14c%2520Final%2520Report%2520and%2520Cover.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/02-14cpermeability.pdf
UR  - https://trid.trb.org/view/757403
ER  - 

TY  - RPRT
AN  - 01001575
AU  - Turner, John P
AU  - Sackett, Eric A
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Analysis of Anchor Load Tests for Stabilization of the Flying V Landslide
PY  - 2005/04//Final Report
SP  - 68p
AB  - Pre-design field load tests on ground anchors installed at an active landslide site are analyzed to provide information on anchor behavior.  A total of six load tests were conducted with bond zones in three different geomaterials.  Test results are analyzed to determine bond capacity, load-deformation response, and constructability.  These parameters are then applied to the design of a full-scale anchored slope stabilization system for the Flying V landslide.  Both limit equilibrium and finite element analyses of the anchored system were conducted.  It is shown that the combination of pre-design load testing and finite element analysis can be used to investigate anchored slope behavior and design parameters more realistically than conventional limit equilibrium analyses, providing the opportunity to design more efficient and cost-effective stabilization systems.
KW  - Anchorages
KW  - Finite element method
KW  - Geomaterials
KW  - Geotechnical engineering
KW  - Landslides
KW  - Limit equilibrium analysis
KW  - Load tests
KW  - Slope stability
KW  - Wyoming
UR  - https://trid.trb.org/view/757427
ER  - 

TY  - RPRT
AN  - 01001571
AU  - Muhunthan, Balasingam
AU  - Shu, Shanzhi
AU  - Sasiharan, Navaratnarah
AU  - Hattamleh, Omar A
AU  - Badger, Thomas C
AU  - Lowell, Steve M
AU  - Duffy, John D
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Design Guidelines for Wire Mesh/Cable Net Slope Protection
PY  - 2005/04//Final Design Guidelines
SP  - 60p
AB  - Since the 1950s, heavy gage wire mesh has been used along North American highways to control rockfall on actively eroding slopes.  More robust fabrics, such as cable nets, have more recently been introduced to improve the capacity of these rockfall protection systems.  To date, however, the design of these systems has been based primarily on empirical methods, engineering judgment, and experience.  These design guidelines are based on research that characterized existing performance, tested critical system components, back-analyzed system failures, evaluated typical loading conditions, and developed analytical models to refine the engineering design of these systems.  The guidelines were developed to support the design of these systems for a variety of loading conditions.  Specifically, they provide design guidance on site suitability, characterizing external loads, fabric selection, anchorage requirements, and system detailing.
KW  - Anchorages
KW  - Cable netting
KW  - Design
KW  - Guidelines
KW  - Hazard mitigation
KW  - Rockfalls
KW  - Slopes
KW  - Wire mesh
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/612.2.pdf
UR  - https://trid.trb.org/view/757358
ER  - 

TY  - RPRT
AN  - 01001567
AU  - Cook, Ronald A
AU  - Bloomquist, David
AU  - Sanek, Jonathan E
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Field Verification of Camber Estimates for Prestressed Concrete Bridge Girders
PY  - 2005/04//Final Report
SP  - 129p
AB  - Prestressed concrete girders are used on many of Florida's bridges.  These girders are subject to camber, the upward deflection of the girder due to the eccentricity of the prestressing force.  Differences have been found between camber predicted by the design program employed by the Florida Department of Transportation (FDOT) and the measured field camber for prestressed "Bulb-Tee" girders.  These differences can cause changes and delays during construction because of corrections to build-up and/or bearings of the bridge superstructure.  The focus of this investigation was to obtain field measurements of camber on large prestressed girders over an extended period of time.  This information was used to evaluate the current camber prediction model used by the FDOT.  Specifically, the types of girders monitored for this project were 1) the 78-in. Florida Bulb-Tee girder, 2) the AASHTO Type IV girder, and 3) the AASHTO Type V girder.
KW  - Curvature
KW  - Field studies
KW  - Florida
KW  - Girders
KW  - Mathematical prediction
KW  - Measurement
KW  - Prestressed concrete
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_STR/FDOT_BD545_07_rpt.pdf
UR  - https://trid.trb.org/view/757468
ER  - 

TY  - RPRT
AN  - 01001562
AU  - Moudon, Anne Vernez
AU  - Rousseau, Gwen
AU  - Sohn, D W
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Travel Indicators and Trends in Washington State
PY  - 2005/04//Final Research Report
SP  - 69p
AB  - This review of travel indicators in Washington state aims to understand similarities and differences between the state and the nation and to detect changes or special conditions that need to be considered in the future.  The work is intended to support general transportation policies and future state-level transportation plans.  None of the travel indicators reviewed strongly suggests that travel conditions in the state stand out in the national context.  Two factors are prime in their association with travel demand:  household income and development density.  Stagnant income explains why the demand for car travel has slowed over the recent past, yet future demand for car travel may increase if the economy improves.  On the other hand, demand could remain stable if development density continues to increase.  Residential and population densities are positively associated with demand for modes other than single-occupancy vehicle (SOV) travel.  Living in more compact residential areas and in alternative housing types, and renting versus owning a home, also relate to lower demand for SOV travel.  Even at the aggregate level of national data, the Puget Sound region's transportation context differs from that of rural or other urbanized regions in the state.  State policies need to recognize at least three different markets for transportation, which are found in rural, small town, and metropolitan areas.  Overall, Washington State needs to stay tuned to national projections about the likely impacts on travel demand and transportation of general economic trends, the slow down in household formation, growth in car ownership among new immigrants, an aging population with changing driving patterns, and population growth in densely populated areas--where transportation systems investments and land-use policies can affect future travel behavior.
KW  - Development density
KW  - Income
KW  - Land use
KW  - Metropolitan areas
KW  - Puget Sound Region
KW  - Rural areas
KW  - Small towns
KW  - Sociodemographics
KW  - Transportation planning
KW  - Transportation policy
KW  - Travel demand
KW  - Travel indicators
KW  - Travel trends
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/615.1.pdf
UR  - https://trid.trb.org/view/757377
ER  - 

TY  - RPRT
AN  - 01001461
AU  - Council, Forrest M
AU  - Persaud, Bhagwant N
AU  - Eccles, Kimberly A
AU  - Lyon, Craig
AU  - Griffith, Michael S
AU  - Battelle Memorial Institute
AU  - Federal Highway Administration
TI  - Safety Evaluation of Red-Light Cameras
PY  - 2005/04//Final Report
SP  - 95p
AB  - The objective of this final study was to determine the effectiveness of red-light-camera (RLC) systems in reducing crashes.  The study used empirical Bayes before-and-after research using data from seven jurisdictions across the United States at 132 treatment sites.  The purpose of the study was to estimate the crash and associated economic effects of RLC systems and specially derived rear end and right-angle unit crash costs for various severity levels.  Crash effects detected were consistent in direction with those found in many previous studies:  decreased right-angle crashes and increased rear end ones.  The economic analysis examined the extent to which the increase in rear end crashes negates the benefits for right-angle crashes.  The analysis showed an aggregate crash cost benefit of RLC systems.  A disaggregate analysis found that the greatest economic benefits are associated with the highest total entering average annual daily traffic, the largest ratios of right-angle to rear end crashes, and with the presence of protected left turn phases.  There were weak indications of a spillover effect that points to a need for a more definitive, perhaps prospective, study of this issue.
KW  - Annual average daily traffic
KW  - Before and after studies
KW  - Benefit cost analysis
KW  - Cameras
KW  - Costs
KW  - Crash severity
KW  - Disaggregate analysis
KW  - Economic analysis
KW  - Economic benefits
KW  - Empirical methods
KW  - Exclusive phasing
KW  - Field studies
KW  - Left turns
KW  - Rear end crashes
KW  - Red light running
KW  - Right angle crashes
UR  - http://www.fhwa.dot.gov/publications/research/safety/05048/
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14270.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14270_files/14270.pdf
UR  - https://trid.trb.org/view/757161
ER  - 

TY  - RPRT
AN  - 01001255
AU  - Chavez, Eric
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Hot Bituminous Pavement Gradation Acceptance: Review of QC/QA Data 2000 Through 2003
PY  - 2005/04//Final Report
SP  - 129p
AB  - This report analyzes the Quality Control/Quality Assurance (QC/QA) data for hot bituminous pavements using gradation acceptance awarded in the years 2000 through 2003.  Analysis of the overall project performance is accomplished by reviewing the Calculated Pay Factor Composite (CPFC) and Incentive/Disincentive Payments (I/DPs) calculations.  A detailed analysis of each of the test elements (mat density, percent asphalt, gradation, and joint density) is also presented in tables, figures, and sub-reports.  Various data groupings are used to evaluate the data including year, region, and grading.  Continued improvements can be measured in the hot bituminous pavement in the years 2000 through 2003.  When evaluating the overall results for the projects, by reviewing the CPFC, there is a 0.006 improvement.  Improvements in each of the test elements can also be measured.  The mat density element has shown an improvement in quality levels of 2.06% over the four-year time period.  Percent asphalt has increased by 2.70% and the gradation element has shown the best improvement measured at 4.15%.  The mat density element has the best reported quality levels.  Next best quality levels are in the percent asphalt element.  The gradation element continues to rank last in quality levels but has seen the best improvement since 2000.  Improvements can also be measured when evaluating the mixes by grading.  Each of the elements has shown improvements in quality levels when evaluated by grading with the exception for grading S in the mat density element which shows a slight decrease in quality levels over the four-year time period.  Overall grading SX has shown better test results as compared to grading S in each year when reviewing the CPFC.  The results for the joint density element after one year are about neutral.  About the same number of projects are receiving incentive payments as are receiving disincentive payments on this element.
KW  - Acceptance tests
KW  - Aggregate gradation
KW  - Asphalt content
KW  - Bituminous pavements
KW  - Disincentives
KW  - Hot mix asphalt
KW  - Incentives
KW  - Joint density
KW  - Mat density
KW  - Pay factor
KW  - Payment
KW  - Quality assurance
KW  - Quality control
UR  - http://www.dot.state.co.us/Publications/PDFFiles/QCgradation.pdf
UR  - https://trid.trb.org/view/757063
ER  - 

TY  - RPRT
AN  - 01001251
AU  - Pierce, Phillip C
AU  - Brungraber, Robert L
AU  - Lichtenstein, Abba
AU  - Sabol, Scott
AU  - Morrell, J J
AU  - Lebow, S T
AU  - Phillip C Pierce, P.E.
AU  - Federal Highway Administration
TI  - Covered Bridge Manual
PY  - 2005/04//Final Report
SP  - 341p
AB  - This manual provides guidance to those involved with all aspects of covered bridges, from initial inspection and evaluation, through the engineering of rehabilitation, to construction issues.  Broadly speaking, this manual covers general terminology and historic development of covered bridges.  The manual also addresses loads, structural analysis, connections, and design issues.  The last five chapters contain discussions of evaluation, maintenance, strengthening, and preservation of existing covered bridges; historic considerations of existing structures; and a state-of-the-art guide on wood preservatives for covered bridges.  Historic preservation requirements as they relate to the U.S. Department of Interior standards for these important and unusual structures also are provided.  The appendices include an extensive series of case studies.  The manual focuses on the nuances of the engineering aspects of covered bridges, including some issues not addressed currently by national bridge specifications.  The chapter on timber connections provides a comprehensive discussion of covered bridge joinery and represents an important contribution to covered bridge engineering.
KW  - Bridge design
KW  - Bridge engineering
KW  - Case studies
KW  - Construction
KW  - Covered bridges
KW  - Evaluation
KW  - Historic bridges
KW  - Historic preservation
KW  - History
KW  - Inspection
KW  - Loads
KW  - Maintenance
KW  - Manuals
KW  - Rehabilitation (Maintenance)
KW  - State of the art
KW  - Strengthening (Maintenance)
KW  - Structural analysis
KW  - Structural connection
KW  - Wood preservatives
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/04098/04098.pdf
UR  - http://ntl.bts.gov/lib/42000/42200/42244/FHWA-HRT-04-098.pdf
UR  - https://trid.trb.org/view/757052
ER  - 

TY  - RPRT
AN  - 01001246
AU  - Jiang, Y Jane
AU  - Darter, Michael I
AU  - ERES Consultants, Incorporated
AU  - Federal Highway Administration
TI  - Structural Factors of Jointed Plain Concrete Pavements: SPS-2--Initial Evaluation and Analysis
PY  - 2005/04//Draft Final Report
SP  - 203p
AB  - The SPS-2 experiment, "Strategic Study of Structural Factors for Jointed Plain Concrete Pavements (JPCP)," is one of the key components of the Long Term Pavement Performance (LTPP) program.  The main objective of this experiment is to determine the relative influence and long-term effectiveness of JPCP design features (including slab thickness, portland cement concrete flexural strength, base type and drainage, and slab width) and site conditions (traffic, subgrade type, climate) on performance.  This report documents the first comprehensive review and evaluation of the SPS-2 experiment.  Thirteen SPS-2 projects have been constructed with one additional site under construction.  At each site, there are 12 core sections plus various numbers of supplemental sections.  The data availability and completeness for the SPS-2 experiment are good overall.  A high percentage of the SPS-2 data are at level E--greater than 82% for all data types, and greater than 99% for many.  However, a significant amount of data are still missing, especially traffic, distress and faulting surveys, and key materials testing data.  These deficiencies need to be addressed before a comprehensive analysis of the SPS-2 experiment is conducted.  Required experimental pavement design factors and site conditions were compared with the actual constructed values.  Most SPS-2 sections follow the experiment design for the large majority of the design factors.  When comparing designed versus constructed, eight SPS-2 projects can be characterized as good to excellent, four projects are considered poor to fair, and one new SPS-2 project does not yet have enough data in the IMS database to be evaluated.  The evaluation has shown that several problems may limit the results that can be obtained from the SPS-2 experiments if not rectified.  Specifically, no SPS-2 projects were built on certain subgrade types and in some climates.  Some SPS-2 sites had construction deviations, and significant materials data and traffic data are missing from other sites or sections.  One site has excessive early cracking that will limit its usefulness.  However, even though the SPS-2 sections are relatively young (oldest project is 7.5 years) and a large majority show no or little distress, some interesting and important early trends have already been identified that will be very useful to the design and construction of JPCP.  As time and traffic loadings accumulate, much more valuable performance data will be obtained.  The Federal Highway Administration is conducting a concerted effort to obtain missing data.  Recommendations for future analyses are provided in the last chapter of this report.  Valuable information will be obtained from this experiment if these studies are carried out.
KW  - Base course (Pavements)
KW  - Climate
KW  - Concrete pavements
KW  - Drainage
KW  - Experimental roads
KW  - Flexural strength
KW  - Long-Term Pavement Performance Program
KW  - Missing data
KW  - Pavement design
KW  - Pavement performance
KW  - Portland cement concrete
KW  - Slabs
KW  - Subgrade (Pavements)
KW  - Thickness
KW  - Traffic loads
KW  - Width
UR  - http://ntl.bts.gov/lib/30000/30100/30108/01167.pdf
UR  - https://trid.trb.org/view/757005
ER  - 

TY  - RPRT
AN  - 01001197
AU  - White, David J
AU  - Harrington, Dale
AU  - Ceylan, Halil
AU  - Rupnow, Tyson
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Fly Ash Soil Stabilization for Non-Uniform Subgrade Soils, Volume II: Influence of Subgrade Non-Uniformity on PCC Pavement Performance
PY  - 2005/04//Final Report
SP  - 75p
AB  - To provide insight into subgrade non-uniformity and its effects on pavement performance, this study investigated the influence of non-uniform subgrade support on pavement responses (stress and deflection) that affect pavement performance.  Several reconstructed portland cement concrete (PCC) pavement projects in Iowa were studied to document and evaluate the influence of subgrade/subbase non-uniformity on pavement performance.  In situ field tests were performed at 12 sites to determine the subgrade/subbase engineering properties and develop a database of engineering parameter values for statistical and numerical analysis.  Results of stiffness, moisture and density, strength, and soil classification were used to determine the spatial variability of a given property.  Natural subgrade soils, fly ash-stabilized subgrade, reclaimed hydrated fly ash subbase, and granular subbase were studied.  The influence of the spatial variability of subgrade/subbase on pavement performance was then evaluated by modeling the elastic properties of the pavement and subgrade using the ISLAB2000 finite element analysis program.  A major conclusion from this study is that non-uniform subgrade/subbase stiffness increases localized deflections and causes principal stress concentrations in the pavement, which can lead to fatigue cracking and other types of pavement distresses.  Field data show that hydrated fly ash, self-cementing fly ash-stabilized subgrade, and granular subbases exhibit lower variability than natural subgrade soils.  Pavement life should be increased through the use of more uniform subgrade support.  Subgrade/subbase construction in the future should consider uniformity as a key to long-term pavement performance.
KW  - Classification
KW  - Compressive strength
KW  - Concrete pavements
KW  - Cracking
KW  - Deflection
KW  - Density
KW  - Elasticity (Mechanics)
KW  - Fatigue (Mechanics)
KW  - Fly ash
KW  - Granular subbases
KW  - Iowa
KW  - Moisture content
KW  - Nonuniform subgrade soils
KW  - Pavement performance
KW  - Portland cement concrete
KW  - Soil stabilization
KW  - Soils
KW  - Stiffness
KW  - Stresses
KW  - Subbase (Pavements)
KW  - Subgrade (Pavements)
KW  - Waste products
UR  - http://publications.iowa.gov/id/eprint/20035
UR  - http://www.ctre.iastate.edu/reports/tr461_vol1.pdf
UR  - http://ntl.bts.gov/lib/55000/55900/55912/IA_TR461VOLUME2.PDF
UR  - https://trid.trb.org/view/757016
ER  - 

TY  - RPRT
AN  - 01000940
AU  - Bhasin, Amit
AU  - Button, Joe W
AU  - Chowdhury, Arif
AU  - Masad, Eyad A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Analysis of South Texas Aggregates for Use in Hot Mix Asphalt
PY  - 2005/04
SP  - 76p
AB  - The primary locally available aggregates in the South Texas districts for highway construction are siliceous river gravels, which typically exhibit a rounded shape.  The warm South Texas climate combined with heavy truck traffic aggravates any rutting problems that may occur due to the use of low angularity aggregates in hot mix asphalt (HMA) paving mixtures.  The objective of this study was to determine the effect of aggregate angularity and nominal maximum size of siliceous aggregates on performance of selected HMA surface pavement mixtures.  The research approach was guided by the realization that engineers can use the results for mixture design, especially for South Texas districts.  Aggregates and mixture designs were obtained from the Corpus Christi, Laredo, and Pharr Districts.  The selected aggregates were characterized using image analysis, crushed face count, flat and elongated particles, and Micro-Deval tests.  Researchers assessed performance of the HMA based on the simple performance tests and the Hamburg test.  Comparison of aggregate properties with mixture performance yielded important information about optimal design of mixtures containing siliceous gravels.  These findings do not support the use of finer South Texas gravel mixtures (Type D and 9.5 mm) with more crushed faces in the coarse aggregate to maximize rutting resistance.  In fact, the finer mixes most often demonstrated the least rutting resistance in the simple performance tests.  A decrease in nominal maximum aggregate size (NMAS) may adversely affect HMA rutting resistance unless it is offset by improved aggregate shape characteristics.  Type C and 12.5-mm materials generally demonstrated the optimum rutting performance in the simple performance tests, however, the fine-graded 12.5-mm mixture performed poorly in the Hamburg test.  Cracking resistance of the mixes was not significantly affected by the change in NMAS.
KW  - Aggregate gradation
KW  - Aggregates
KW  - Angularity
KW  - Asphalt mixtures
KW  - Hamburg wheel tests
KW  - Hot mix asphalt
KW  - Local materials
KW  - Mix design
KW  - Nominal maximum aggregate size
KW  - Performance tests
KW  - Rutting
KW  - Siliceous river gravel
KW  - Texas
UR  - https://trid.trb.org/view/756699
ER  - 

TY  - RPRT
AN  - 01000450
AU  - Duke, John C
AU  - Reynolds, William
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Quality Assurance Testing of a High Performance Steel Bridge in Virginia
PY  - 2005/04//Final Contract Report
SP  - 40p
AB  - One of the original objectives of this study was to recommend appropriate procedures for welding bridge members of high performance steel HPS70W to assure quality welds.  The final objective was to determine whether hydrogen-induced microcracking might occur and go undetected using the standard welding and weld inspection processes.  Laboratory testing of steel specimens A588 and HPS70W with and without hydrogen charging was conducted.  A588 was selected in part due to material availability and because its mechanical properties were reasonably close to under matched weld metals used with HPS70W.  Acoustic emission (AE) monitoring was used as the means of detecting plastic zone formation, crack extension, and possible microcracking due to hydrogen embrittlement.  Although there is strong evidence to suggest that hydrogen-induced microcracking can occur in weld metal of bridge steels, including HPS70W, AE monitoring did not detect the formation of such damage in this study.  The following recommendations are offered:  (1) If the costs associated with detecting and repairing delayed, or cold, cracking due to hydrogen embrittlement are considered too high despite infrequent occurrence, every precaution possible should be taken, including preheating the steel, either baking the consumables or using specially packaged consumables, and post heating to drive off excess hydrogen absorbed during welding; and (2) To reduce the added cost associated with the welding procedure precautions for every bridge project, an effort should be undertaken to develop a nondestructive weld inspection procedure that can reliably detect the presence of hydrogen-induced microcracking.  The one-time cost of the enhanced AE system developed in this study is approximately $25,000.  This system could be incorporated with the Virginia Department of Transportation's current procedures to ensure the quality of welded structural steel bridge elements.  Quality assurance of welded steel elements prior to erection it critical.  Crack detection and repair in service may cost on the order of hundreds of thousands of dollars, depending upon the severity of the crack and the criticality of the element to the bridge structure.
KW  - Acoustic emission tests
KW  - Bridges
KW  - Cost control
KW  - Embrittlement
KW  - High performance steel
KW  - Hydrogen
KW  - Inspection
KW  - Laboratory tests
KW  - Microcracking
KW  - Monitoring
KW  - Nondestructive tests
KW  - Quality assurance
KW  - Recommendations
KW  - Welding
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr13.pdf
UR  - http://ntl.bts.gov/lib/37000/37200/37232/05-cr13.pdf
UR  - https://trid.trb.org/view/756147
ER  - 

TY  - RPRT
AN  - 01000466
AU  - Sprinkel, Michael M
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Latex-Modified Concrete Overlay Containing Type K Cement
PY  - 2005/04//Final Report
SP  - 24p
AB  - Hydraulic cement concrete overlays are usually placed on bridges to reduce the infiltration of water and chloride ions and to improve skid resistance, ride quality, and surface appearance.  Constructed in accordance with prescription specifications, some overlays have performed well for more than 30 years whereas others have cracked and delaminated before the overlay was opened to traffic.  Shrinkage of the concrete is the most common cause of cracking in overlays.  The use of Type K (expansive) cement should increase the probability that concrete overlays with minimal cracks will be constructed.  This report describes the Virginia Department of Transportation's first experience with the use of Type K cement for the construction of a latex-modified concrete overlay.  One lane of the overlay was constructed with traditional Type I/II cement, and the other lane with Type K cement.  With the exception of the cement, the requirements for the overlays were the same.  The evaluation of the overlays included measurements for slump, temperature, air content, compressive strength, permeability to chloride ion, shrinkage, and bond strength.  As expected, the shrinkage of the concrete containing Type K cement was much less than that of the concrete containing Type I/II cement.  Other properties were similar.  The use of Type K cement is estimated to increase the cost of the concrete approximately 2.6%, or about $1/sq yd for an overlay 1.5 in. thick.  This is much less than the cost to seal the shrinkage cracks in an overlay:  $10/sq yd.  Greater savings can also come from the longer service life of a crack-free overlay.  To gain more experience, the Virginia Department of Transportation should construct additional latex-modified concrete overlays using Type K cement.
KW  - Bridge decks
KW  - Concrete overlays
KW  - Cost effectiveness
KW  - Cracking
KW  - Expansive cement
KW  - Latex modified concrete
KW  - Service life
KW  - Shrinkage
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r26.pdf
UR  - http://ntl.bts.gov/lib/37000/37200/37228/05-r26.pdf
UR  - https://trid.trb.org/view/756174
ER  - 

TY  - RPRT
AN  - 01000460
AU  - Hoppe, Edward J
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Field Study of Integral Backwall with Elastic Inclusion
PY  - 2005/04//Final Report
SP  - 36p
AB  - Jointless construction is considered an effective design option to reduce bridge maintenance costs and resist seismic loads.  Although these attributes make the integral bridge an increasingly popular choice, soil-structure interaction issues unique to this type of design remain unresolved.  Of particular concern is the excessive settlement of approach embankments, resulting from the repetitive, thermally induced cyclic movements of the superstructure.  In many cases, rectifying this condition can be expensive because the integral bridge approach slab (if provided) cannot be overlaid with pavement.  To address this soil-structure interaction problem, the Virginia Department of Transportation conducted a study designed to test the feasibility of using elastic inclusion at the integral backwall.  The design was completed in mid-1997, and the bridge was opened to traffic in October 1999.  The bridge was constructed with elasticized expanded polystyrene (EPS) attached to the backwall.  The structure has been monitored continuously for 5 years.  Significantly attenuated lateral earth pressures have been recorded at the backwall, and the settlement of the approach fill has been tolerable.  Field data indicate that the elasticized EPS layer has been functioning effectively in allowing the superstructure to interact with the adjoining select backfill material.  The use of elasticized EPS in conjunction with a well-compacted granular backfill offers a cost-effective way of minimizing settlements at bridge approaches.
KW  - Backfill soils
KW  - Backwall
KW  - Bridge approaches
KW  - Bridge design
KW  - Cost effectiveness
KW  - Elastic inclusion
KW  - Embankments
KW  - Field data
KW  - Granular materials
KW  - Integral bridges
KW  - Jointless bridges
KW  - Lateral earth pressures
KW  - Settlement (Structures)
KW  - Soil structure interaction
KW  - Styrenes
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r28.pdf
UR  - http://ntl.bts.gov/lib/37000/37200/37230/05-r28.pdf
UR  - https://trid.trb.org/view/756179
ER  - 

TY  - RPRT
AN  - 01000292
AU  - Duffy, John D
AU  - Lowell, Steve M
AU  - Badger, Thomas C
AU  - Hattamleh, Omar A
AU  - Sasiharan, Navaratnarah
AU  - Shu, Shanzhi
AU  - Muhunthan, Balasingam
AU  - Washington State University, Pullman
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
AU  - California Department of Transportation
TI  - Analysis and Design of Wire Mesh/Cable Net Slope Protection
PY  - 2005/04//Final Research Report
SP  - 267p
AB  - Since the 1950s, heavy gage wire mesh has been used along North American highways to control rockfall of actively eroding slopes.  More robust fabrics, such as cable nets, have more recently been introduced to improve the capacity of these rockfall protection systems.  To date, however, the design of these systems has been based primarily on empirical methods, engineering judgment, and experience.  This report summarizes research that characterized existing performance, tested critical system components, back-analyzed system failures, evaluated typical loading conditions, and developed analytical models to refine engineering design of these systems.  Finally, guidelines were developed to support the design of these systems for a variety of loading conditions.  Specifically, the report provides design guidance on site suitability, characterizing external loads, fabric selection, anchorage requirements, and system detailing.
KW  - Anchorages
KW  - Cable netting
KW  - Design
KW  - Guidelines
KW  - Hazard mitigation
KW  - Rockfalls
KW  - Slopes
KW  - Wire mesh
UR  - http://www.dot.ca.gov/research/researchreports/2002-2006/2005/ca05-0222.pdf
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/612.1.pdf
UR  - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm5tf4jpd/1/producer%2FCA05-0222.pdf
UR  - https://trid.trb.org/view/751268
ER  - 

TY  - RPRT
AN  - 01000415
AU  - Thomas, Zach
AU  - Harrington, Dale
AU  - White, David J
AU  - Federal Highway Administration
AU  - Iowa Department of Transportation
AU  - Iowa State University, Ames
TI  - Fly Ash Soil Stabilization for Non-Uniform Subgrade Soils, Volume I:
Engineering Properties and Construction Guidelines
PY  - 2005/04//Final Report
SP  - 171p
AB  - Soil treated with self-cementing fly ash is increasingly being used in Iowa to stabilize fine-grained pavement subgrades, but without a complete understanding of the short- and long-term behavior. To develop a broader understanding of fly ash engineering properties, mixtures of five different soil types, ranging from ML to CH, and several different fly ash sources (including hydrated and conditioned fly ashes) were evaluated. Results show that soil compaction characteristics, compressive strength, wet/dry durability, freeze/thaw durability, hydration characteristics, rate of strength gain, and plasticity characteristics are all affected by the addition of fly ash. Specifically, Iowa self-cementing fly ashes are effective at stabilizing fine-grained Iowa soils for earthwork and paving operations; fly ash increases compacted dry density and reduces the optimum moisture content; strength gain in soil-fly ash mixtures depends on cure time and temperature, compaction energy, and compaction delay; sulfur contents can form expansive minerals in soil-fly ash mixtures, which severely reduces the long-term strength and durability; fly ash increases the California bearing ratio of fine-grained soil-fly ash, effectively dries wet soils and provides an initial rapid strength gain; fly ash decreases swell potential of expansive soils; soil-fly ash mixtures cured below freezing temperatures and then soaked in water are highly susceptible to slaking and strength loss; soil stabilized with fly ash exhibits increased freeze-thaw durability; soil strength can be increased with the addition of hydrated fly ash and conditioned fly ash, but at higher rates and not as effectively as self-cementing fly ash. Based on the results of this study, three proposed specifications were developed for the use of self-cementing fly ash, hydrated fly ash, and conditioned fly ash. The specifications describe laboratory evaluation, field placement, moisture conditioning, compaction, quality control testing procedures, and basis of payment.
KW  - Compaction
KW  - Compressive strength
KW  - Conditioned fly ash
KW  - Construction
KW  - Cure time
KW  - Durability
KW  - Engineering
KW  - Fine grained soils
KW  - Fly ash
KW  - Freeze thaw durability
KW  - Guidelines
KW  - Hydration
KW  - Iowa
KW  - Moisture content
KW  - Plasticity
KW  - Properties of materials
KW  - Rate of strength gain
KW  - Self cementing
KW  - Soil compaction
KW  - Soil stabilization
KW  - Soils
KW  - Subgrade materials
KW  - Sulfur
KW  - Swelling soils
KW  - Temperature
KW  - Wetting and drying tests
UR  - http://publications.iowa.gov/id/eprint/20034
UR  - http://www.ctre.iastate.edu/reports/tr461_vol1.pdf
UR  - http://ntl.bts.gov/lib/55000/55900/55911/IA_TR461VOLUME1.PDF
UR  - https://trid.trb.org/view/755950
ER  - 

TY  - RPRT
AN  - 00989328
AU  - Manfredi, J
AU  - Walters, T
AU  - Wilke, G
AU  - Osborne, L
AU  - Hart, R
AU  - Incrocci, T
AU  - Schmitt, T
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - ROAD WEATHER INFORMATION SYSTEM ENVIRONMENTAL SENSOR STATION SITING GUIDELINES
PY  - 2005/04
SP  - 46 p.
AB  - A Road Weather Information System (RWIS) consists of the hardware, software, and communications interfaces necessary to collect and transfer road weather observations from or near the roadway to a display device at the user's location.  While the original purpose of RWIS was to address winter weather conditions, applications have been developed to detect and monitor a variety of road weather conditions impacting road operations and maintenance.  Most RWISs now consist of several meteorological and pavement condition monitoring stations strategically located near highways to help transportation managers make more informed operational decisions.  An Environmental Sensor Station (ESS) is considered the "collection" component of an RWIS and consists of the equipment and sensors installed within or along a roadway.  This document provides guidelines for siting an RWIS ESS and its associated environmental and pavement sensors.  These guidelines are intended to help establish uniformity in siting ESSs and to improve the usefulness of road weather information derived from ESS observations.  The document provides siting criteria that satisfy as many road weather monitoring, detection, and prediction requirements as possible.  The siting criteria are based on an analysis of published documents on the siting of weather and pavement sensors, and the results of interviews with nearly two dozen road weather experts representing state departments of transportation, equipment suppliers, and consultants.  The recommendations encourage uniformity in ESS siting and in the application of the road weather observations. Many of the recommended criteria include a range of values. These values reflect both the complexity of the roadway environment and the need for additional research.  The guidelines recommend that siting decisions be made by a team of transportation operations, road maintenance, and weather experts.  The siting guidelines contained in this document do not represent standards for agencies or vendors to follow, but rather a set of recommendations to consider.
KW  - Equipment
KW  - Guidelines
KW  - Interviewing
KW  - Literature reviews
KW  - Location
KW  - Recommendations
KW  - Road weather information systems
KW  - Sensors
KW  - Standardization
UR  - http://www.ops.fhwa.dot.gov/publications/ess05/index.htm
UR  - https://trid.trb.org/view/755095
ER  - 

TY  - RPRT
AN  - 00989298
AU  - Federal Highway Administration
TI  - SAFETY EVALUATION OF RED-LIGHT CAMERAS--EXECUTIVE SUMMARY
PY  - 2005/04
SP  - 8 p.
AB  - The fundamental objective of this research was to determine the effectiveness of red-light-camera (RLC) systems in reducing crashes.  The study involved empirical Bayes before-after research using data from seven jurisdictions across the United States to estimate the crash and associated economic effects of RLC systems.  The study included 132 treatment sites, and specially derived rear end and right-angle unit crash costs for various severity levels.  Crash effects detected were consistent in direction with those found in many previous studies: decreased right-angle crashes and increased rear end ones.  The economic analysis examined the extent to which the increase in rear end crashes negates the benefits for decreased right-angle crashes.  There was indeed a modest aggregate crash cost benefit of RLC systems.  A disaggregate analysis found that the greatest economic benefits are associated with the following factors: the highest total entering average annual daily traffic, the largest ratios of right-angle to rear end crashes, and the presence of protected left-turn phases.  There were weak indications of a spillover effect that point to a need for a more definitive, perhaps prospective, study of this issue.
KW  - Annual average daily traffic
KW  - Before and after studies
KW  - Benefit cost analysis
KW  - Cameras
KW  - Costs
KW  - Crash severity
KW  - Disaggregate analysis
KW  - Economic analysis
KW  - Empirical methods
KW  - Exclusive phasing
KW  - Field studies
KW  - Left turns
KW  - Rear end crashes
KW  - Red light running
KW  - Right angle crashes
KW  - Traffic crashes
UR  - http://www.fhwa.dot.gov/publications/research/safety/05049/
UR  - https://trid.trb.org/view/755064
ER  - 

TY  - RPRT
AN  - 00989224
AU  - Sheth, P N
AU  - Montie, D
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - INTEGRATED LIGHT MAINTENANCE AND INSPECTION SYSTEM FOR HIGH-MAST POLES
PY  - 2005/04
SP  - 51 p.
AB  - Virginia highway high-mast light poles must be inspected periodically for structural defects to prevent failures.  The visual inspection methods currently used include use of binoculars and telescopes and up-close inspection with bucket trucks.  These methods, while simple, do not provide a continuous visual record (e.g., image or video data) of the inspection for archive and referral.  Furthermore, they do not provide a thorough inspection near the pole-top--bucket trucks cannot reach this high, and the view angle of ground-based optical equipment does not allow for a clear picture of the pole face.  This research project has produced a more thorough, ground-implemented inspection method which combines a video record of the inspection with the potential capacity to perform more detailed inspection methods (e.g., ultrasound or magnetic particle imaging).  The built-in ring lowering system for maintenance of the lights, which includes the winch/cable/lighting ring hardware within the pole, is used to mount a video camera support structure that wirelessly transmits data from multiple cameras to a ground-based laptop computer. This laptop computer is used to wirelessly control the camera operation, record video data, and perform calculations to estimate and record crack dimensions and location.  Extensive field tests have demonstrated the viability of this research approach.  High-resolution video data have been archived of the entire pole surface for poles in southern and northern Virginia. Pole crack dimensions have been approximated by a post-processing software developed by this project.  Field test demos and actual inspections have been conducted by Virginia Department of Transportation personnel with the device developed and described in this report.  A provisional patent protection for this system has been obtained by the University of Virginia Patent Foundation.  It is recommended that the system be further refined and new inspection technologies in addition to the video system capture be incorporated through the continued utilization and development of the functionality of this device.  In addition, the concept of integrating the tools for maintenance with the tools for structural inspection is a powerful concept and should be explored for other highway structures as well.
KW  - Field tests
KW  - High mast lighting
KW  - Inspection equipment
KW  - Magnetic particle imaging
KW  - Maintenance equipment
KW  - Poles (Supports)
KW  - Technological innovations
KW  - Ultrasound measuring devices
KW  - Video cameras
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr11.pdf
UR  - http://ntl.bts.gov/lib/37000/37200/37225/05-cr11.pdf
UR  - https://trid.trb.org/view/755000
ER  - 

TY  - ABST
AN  - 01566179
TI  - Pavement Noise Study
AB  - Historically, noise mitigation measures used in the U.S. transportation industry have included use of barriers, walls, and separation (e.g., distance).  These methods have been the only acceptable solutions for federally funded projects.  Quiet pavements can also be used to mitigate noise but are not currently permitted because the Federal Highway Administration (FHWA) does not view them as a permanent solution.  In Arizona, like other states, berms and walls are the primary noise mitigation measures in the urban corridors.  In April 2003, ADOT received approval from FHWA to allow the use of pavement surface type as a noise mitigation strategy.  This approval allowed the use of Asphalt Rubber Friction Course (ARFC) overlays as a noise mitigation strategy when used on existing and newly constructed concrete pavements.  Where this surfacing is used, ADOT receives a four-decibel reduction for the design of walls and berms.  This credit equates to a six to eight foot reduction in wall or barrier height.  Perhaps a more meaningful analogy is that if just a three-decibel reduction were achieved through the use of a quiet pavement, it would have a noise impact of about half of the actual traffic volume.  The FHWA approval was granted with the condition that Arizona be a pilot program, with specific research objectives and requirements.  The required research is intended to validate the efficacy of using ARFC as a noise mitigation strategy.  Since the FHWA was concerned that a pavement solution is not a permanent solution, they requested a pilot program to study the long-term performance of the ARFC overlay.  ADOT committed to a long-range study for up to 10 years, the estimated minimum life cycle of the ARFC pavement.  The ADOT Intermodal Transportation Division (ITD) is currently conducting studies of Type 2 (wayside noise measurement) sites.  The ITD studies will complement this research which focuses on Type 1 (source noise) and Type 3 (research grade) sites.
KW  - Arizona
KW  - Barriers (Roads)
KW  - Berms
KW  - Concrete pavements
KW  - Noise control
KW  - Pavement performance
KW  - Research projects
KW  - Traffic volume
UR  - https://trid.trb.org/view/1357267
ER  - 

TY  - RPRT
AN  - 01001008
AU  - Wittwer, Ernie
AU  - Adams, Teresa
AU  - Gordon, Travis
AU  - Gupta, Jiwan
AU  - Kawamura, Kazuya
AU  - Lindquist, Peter
AU  - Vonderembse, Mark
AU  - McNeil, Sue
AU  - Midwest Regional University Transportation Center
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Upper Midwest Freight Corridor Study
PY  - 2005/03/31/Final Report
SP  - 474p
AB  - This study was undertaken in order to establish a regional approach to improving freight transportation through the Upper Midwest corridor. Improving freight flows through the region can improve reliability and enhance competitiveness. This study examines several aspects of regional freight transportation including, capacity, performance measures, administrative issues, demand/usage and best practices. The project was funded by six states in the region through their Departments of Transportation, and they have contributed to a pooled fund to finance the majority of the work. These states include Illinois, Indiana, Iowa, Minnesota, Ohio, and Wisconsin.  Transportation modes addressed in the report include highways, railroads, water transportation and air transportation.
KW  - Administration
KW  - Air cargo
KW  - Airport capacity
KW  - Best practices
KW  - Commodity flow
KW  - Competition
KW  - Freight transportation
KW  - Highway capacity
KW  - Highways
KW  - Illinois
KW  - Indiana
KW  - Iowa
KW  - Minnesota
KW  - Ohio
KW  - Performance
KW  - Pooled funds
KW  - Railroad capacity
KW  - Railroads
KW  - Regional transportation
KW  - Reliability
KW  - Shipping capacity
KW  - State departments of transportation
KW  - Transportation corridors
KW  - Travel demand
KW  - Trucking
KW  - Water transportation
KW  - Wisconsin
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A60326808
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/6989/finalreport.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/tpf-5078-f.pdf
UR  - http://ntl.bts.gov/lib/56000/56100/56122/UMFCS_FINALREPORT_P1.PDF
UR  - https://trid.trb.org/view/756711
ER  - 

TY  - ABST
AN  - 01463088
TI  - Recommended Revisions to the AASHTO Guidelines for Traffic Data Programs
AB  - The objective of this research is to develop recommended revisions and enhancements to the AASHTO Guidelines for Traffic Data Programs. It will be necessary for the research to identify and describe the success factors and best practices for establishing and maintaining effective traffic data programs. This will focus on new technologies, applications, methodologies, and requirements to increase the utility of traffic data to meet expanding user needs for high-quality, reliable, and representative information.
KW  - American Association of State Highway and Transportation Officials
KW  - Information systems
KW  - Intelligent transportation systems
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Traffic congestion
KW  - Traffic data
KW  - Traffic volume
KW  - Transportation planning
KW  - Travel time
KW  - Vehicle classification
KW  - Vehicle weight
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=890
UR  - https://trid.trb.org/view/1231313
ER  - 

TY  - ABST
AN  - 01460718
TI  - Effectiveness of Behavioral Highway Safety Countermeasures
AB  - This project's objectives are to produce a manual for application of behavioral highway safety countermeasures and to develop a framework and guidance for estimating the costs and benefits of emerging, experimental, untried, or unproven behavioral highway safety countermeasures. The work is organized into two phases. Phase I includes two deliverables to be completed within 6 months of the contract's execution:  (1) an interim manual geared to highway safety professionals, for application of behavioral highway safety countermeasures. The manual should include a matrix documenting the effectiveness, costs, and benefits of existing behavioral highway safety countermeasures (to the extent that these are known) and the implementation issues associated with each; and (2) a user-friendly, executive summary/briefing book version of this information, geared to high-level decision makers. Phase II includes three deliverables:  (1) a comprehensive behavioral highway safety manual updated and expanded based on findings from the contractor's scientific evaluations of the costs and benefits of behavioral countermeasures that have not been previously investigated and documented, or for which information is inadequate; (2) an executive summary/briefing book, updated as necessary, based on findings from Phase II; and (3) a framework and guidance for estimating the effectiveness, costs, and benefits of emerging, experimental, untried, or unproven behavioral highway safety countermeasures not previously addressed in this project.
KW  - Behavior
KW  - Benefit cost analysis
KW  - Countermeasures
KW  - Crash injuries
KW  - Decision making
KW  - Fatalities
KW  - Highway safety
KW  - National Cooperative Highway Research Program
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=459
UR  - https://trid.trb.org/view/1228936
ER  - 

TY  - RPRT
AN  - 01109146
AU  - Kimley-Horn and Associates, Incorporated
AU  - ConSysTecCorp
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - State of Texas ITS Architecture and Deployment Plans Permian Basin Region
PY  - 2005/03/24/Executive Summary
SP  - 229
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.  FHWA has further established a deadline of April 2005 for regions to have an ITS architecture in place. 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 and deployment plans 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, and included 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/14172.htm
UR  - https://trid.trb.org/view/868640
ER  - 

TY  - RPRT
AN  - 00989283
AU  - Osborn, P W
AU  - Jakovich, G
AU  - Nimis, R
AU  - Greer, M
AU  - Federal Highway Administration
TI  - FHWA TUNNEL LEAK ASSESSMENT, BOSTON CENTRAL ARTERY
PY  - 2005/03/23
SP  - 36 p.
AB  - The mission of the Federal Highway Administration Tunnel Leak Assessment Team (A-Team) for the Boston Central Artery Tunnel Project was as follows:  1) Review tunnel construction history with respect to water leakage control efforts; 2) Determine the nature and magnitude of the leakage; 3) Assess the effectiveness of the leakage control methods that have been used to date; 4) Assess the current and proposed methods for controlling leakage; and 5) Submit a report of the A-Team's technical findings and recommendations.  The A-Team arrived in Boston on December 19, 2004 and conducted the assessment from December 20-22, 2004.  The A-Team reviewed project documentation, conducted a nighttime field tunnel inspection, conducted interviews with those who are currently or have been involved with the project, held a closeout meeting, and prepared a report of their findings.  This interim report contains data that were available as of March 23, 2005. In summary, the A-Team believes that the project is appropriately addressing the tunnel leaks.  The September 15, 2004 Slurry Wall Breach appears to be isolated to a discrete section of the tunnel and primarily the result of poor quality control during construction.  The project has successfully installed an interim repair and is actively designing the permanent fix while completing an investigation of all suspect slurry wall panels.  The A-Team found that the project is continuing repair of the chronic low level leaks and is committed to completing all repairs before the project completion date to meet specifications for the tunnel.  The A-Team will continue to monitor that work.
KW  - Central Artery/Tunnel Project
KW  - Construction management
KW  - Evaluation and assessment
KW  - Leakage
KW  - Leakage control
KW  - Monitoring
KW  - Quality control
KW  - Recommendations
KW  - Repairing
KW  - Slurry wall panels
KW  - Tunneling
KW  - Tunnels
UR  - http://www.fhwa.dot.gov/reports/centralarterytunnel/tlabcainterim.pdf
UR  - https://trid.trb.org/view/755059
ER  - 

TY  - ABST
AN  - 01460593
TI  - Research for AASHTO Standing Committee on Highways. Task 190. Develop Strategy for the Testing and Evaluation of Durable Striping Materials for High Traffic Areas and Mountain Passes
AB  - This study will develop a strategy for evaluating and testing materials that provide the best visibility for pavement markings under extreme conditions and provide guidelines on cost, materials selection criteria, specifications, construction and maintenance practices, and performance measures. Work is progressing on schedule; completion is expected by the end of December 2005.
KW  - Construction
KW  - Durability tests
KW  - Evaluation
KW  - Maintenance practices
KW  - Marking materials
KW  - Materials
KW  - National Cooperative Highway Research Program
KW  - Pavements
KW  - Performance evaluations
KW  - Research projects
KW  - Specifications
KW  - Striping materials
KW  - Stripping (Pavements)
KW  - Testing
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1532
UR  - https://trid.trb.org/view/1228810
ER  - 

TY  - ABST
AN  - 01460720
TI  - GASB 34--Methods for Condition Assessment and Preservation
AB  - The objective of this research is to prepare a recommended practices guide that (1) identifies effective methodologies that integrate infrastructure inventory, condition assessments, minimum acceptable condition levels, and funding decisions with GASB 34 reporting requirements and (2) assesses the operational and financial impacts of reporting under GASB 34.
KW  - Asset management
KW  - Best practices
KW  - Capital costs
KW  - Expenditures
KW  - Financial analysis
KW  - Infrastructure
KW  - National Cooperative Highway Research Program
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=485
UR  - https://trid.trb.org/view/1228938
ER  - 

TY  - ABST
AN  - 01460629
TI  - Evaluation of the NCHRP 1-37A Mechanistic-Empirical Rigid Pavement Design Guide Procedure
AB  - This contract will evaluate the NCHRP 1-37A, rigid pavement design procedure based on distress and performance models.
KW  - Empirical methods
KW  - Pavement design
KW  - Pavement performance
KW  - Performance evaluations
KW  - Research projects
KW  - Rigid pavements
UR  - https://trid.trb.org/view/1228846
ER  - 

TY  - ABST
AN  - 01460837
TI  - Research for AASHTO Standing Committee on Highways. Task 176. Update of Exhibits for the AASHTO Green Book
AB  - This study will update the pictures and graphics in the AASHTO Policy on Geometric Design of Highways and Streets.
KW  - Design
KW  - Exhibitions
KW  - Geometric design
KW  - Green
KW  - Highway design
KW  - Highways
KW  - Manuals
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Streets
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1208
UR  - https://trid.trb.org/view/1229055
ER  - 

TY  - ABST
AN  - 01462448
TI  - Evaluation of the NCHRP 1-37A Rigid Pavement Design Procedure
AB  - The contractor will obtain the literature and software necessary to evaluate the NCHRP 1-37A rigid pavement performance models, known as the 2002 Mechanistic-Empirical Pavement Design Guide. The contractor will assure the reasonableness of the performance models for cracks, faults, spalls, punch-outs, and international roughness index (IRI.) Measured IRI will be tested against computed for the given distress measures and pavement attributes. A sensitivity analysis will be conducted by varying all related inputs at once. The software and design procedure will be demonstrated and tested at a State DOT.
KW  - Cracking
KW  - International Roughness Index
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement performance
KW  - Research projects
KW  - Rigid pavements
KW  - Roughness
KW  - Spalls (Pavements)
UR  - https://trid.trb.org/view/1230669
ER  - 

TY  - RPRT
AN  - 01000067
AU  - Weisbrod, Glen
AU  - Gupta, Manisha
AU  - Economic Development Research Group, Incorporated
AU  - Federal Highway Administration
TI  - Study of the National Scope and Potential for Improvement of State Economic Development Highway Programs, (Task C, D, E Report), Case Studies and National Summary of State Economic Development Highway Programs
PY  - 2005/03/10
SP  - v.p.
AB  - A growing number of states have initiated "economic development highway programs" - programs that provide funding to improve local or regional access as deemed necessary to attract and grow businesses.  This report is the second of a two-part series.  The first report, "Overview of State Economic Development Highway Programs," Task A-B Report, provided a definition and classification of the different types of state-funded economic development highway programs and a profile description of each state's highway-related economic development program.  This, the second report, follows up with in-depth case studies of four state programs to show how they have evolved over time in response to both external factors (shifting public policy needs) and internal factors (efforts to reorganize or optimize operation of the program).  It also discusses the appropriateness of a potential federal role to help support or improve these types of transportation investment programs as seen by state officials in four states.  The four case studies - Massachusetts, Oklahoma, Tennessee and Wisconsin - were selected to represent a wide range of geographic, economic and political settings.  The findings are notable for both the similarities and differences in programs among the states.  Part 1 of this report provides background information.  Parts 2-5 present, respectively, the four in-depth case studies.  Part 6 provides an estimate of the total magnitude of economic development related funding by state departments of transportation and an assessment of the extent to which there may be a role for the Federal Highway Administration (FHWA) to play in helping guide such programs.  Part 7 discusses the extent of need and potential for benefit if FHWA was to develop guidelines on highway economic development as seen by those interviewed.
KW  - Case studies
KW  - Economic development
KW  - Federal government
KW  - Financing
KW  - Guidelines
KW  - Highway programs
KW  - Massachusetts
KW  - Oklahoma
KW  - Public policy
KW  - State departments of transportation
KW  - States
KW  - Tennessee
KW  - Wisconsin
UR  - http://www.fhwa.dot.gov/planning/econdev/taskcde.htm
UR  - https://trid.trb.org/view/751088
ER  - 

TY  - ABST
AN  - 01463081
TI  - Performance and Maintenance of Permeable Friction Courses
AB  - Permeable friction courses (PFC), which include new generation open-graded friction courses, asphalt-rubber friction courses, and porous European mixes (PEM), have gained wide acceptance throughout the southern and western portions of the United States. PFC mixtures are rapidly gaining popularity due to their ability to reduce hydroplaning, splash and spray, and pavement noise, and to improve ride quality and the visibility of pavement markings in wet weather.  There are numerous differences between PFC and the first generation open-graded friction courses (OGFC) widely introduced in the 1970s. PFC typically contains at least 20 percent more asphalt binder (by volume) than conventional OGFC. PFC is generally designed to have at least 18 percent air voids, whereas conventional OGFC mixtures typically contained between 10 and 15 percent air voids. The void structure of PFC allows the mix to be more permeable than conventional OGFC and less likely to trap water that could freeze. PFC--unlike conventional OGFC mixes--may contain fibers, polymer modifiers, or asphalt-rubber, alone or in combination. PFC mixtures are typically placed in thicker layers than conventional OGFC (1.0 to 2.0 inches as opposed to 1.0 inch or less). The thicker, more open matrix allows PFC to drain larger volumes of water off the roadway faster than conventional OGFC and keeps the void structure clean through the flushing action of high-speed traffic, therefore reducing the potential for loss of permeability over time.  All these differences have contributed to a longer reported performance life for PFC compared with conventional OGFC. Research on PFC indicates that the mixes typically last between 10 to 14 years, significantly longer than the first generation OGFC mixtures, which typically lasted between 5 and 7 years. No widespread performance problems such as raveling have been reported with PFC, but concerns remain whether PFC mixes will experience the same performance problems that plagued the first generation OGFC mixes used in freeze-thaw environments. In these environments, the benefits of PFC have generally been perceived to be outweighed by the associated inconveniences and increased cost of winter maintenance and the possible related formation of glaze ("black ice"). While black ice can form on any pavement under the right environmental conditions, there is anecdotal information that it is likely to form earlier on PFC and last longer than it does on other hot mix asphalt surfaces. These concerns are a likely reason that PFC mixes are used predominately in warmer climates found in the southern and western regions of the United States and are not used widely in areas that experience frequent freeze-thaw cycles.  Pavement maintenance issues and snow and ice removal are also often cited as obstacles to further increased use of PFC in colder climates.  The objective of this project is to recommend design, construction, and maintenance guidelines that will maximize the advantages and minimize the disadvantages associated with PFC use. In the context of this project, PFC is generally but not exclusively defined as a highly permeable mix containing polymer-modified asphalt or asphalt-rubber, and fibers--alone or in combination.
KW  - Asphalt rubber
KW  - Asphalt rubber
KW  - Black ice
KW  - Friction
KW  - Hydroplaning
KW  - National Cooperative Highway Research Program
KW  - Noise
KW  - Open graded aggregates
KW  - Pavements
KW  - Performance evaluations
KW  - Research projects
KW  - Ride quality
KW  - Visibility
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=975
UR  - https://trid.trb.org/view/1231306
ER  - 

TY  - ABST
AN  - 01463076
TI  - Design Guidelines for Durability of Bonded CFRP Repair/Strengthening of Concrete Beams
AB  - Concrete beams can be repaired and strengthened with externally bonded carbon fiber reinforced polymer (CFRP) composite sheets or prefabricated CFRP laminates. The short-term behavior of these applications has been studied, and construction specifications for bonded repair were developed under NCHRP Project 10-59A. Nevertheless, research into their long-term performance is incomplete, and durability issues remain unanswered.  Proper use of CFRP systems requires knowledge of their durability. The effect of mechanical and environmental loading on bonded CFRP systems may be significant. The development of design guidelines and material selection criteria that consider the effects of mechanical and environmental loads on durability will permit designers to repair or strengthen structures more effectively. The research may identify dominant factors that need to be monitored to evaluate the condition of CFRP applications. The results of this study may also be applicable to evaluation of the durability of existing installations.  The objective of this project is to develop design guidelines and material selection criteria that consider the effects of mechanical and environmental loads on the durability of bonded CFRP repair and strengthening of concrete beams.
KW  - Beams
KW  - Carbon fibers
KW  - Durability
KW  - National Cooperative Highway Research Program
KW  - Polymers
KW  - Reinforced concrete
KW  - Research projects
KW  - Strengthening (Maintenance)
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=362
UR  - https://trid.trb.org/view/1231301
ER  - 

TY  - ABST
AN  - 01458282
TI  - Operational Remote Sensing Solutions for Estimating Total Impervious Surface Areas
AB  - This project aims to assist Washington State Department of Transportation (WSDOT) to effectively design and manage operational, maintenance and improvement activities within the context of the many growth management and clean water regulations and ordinances in Washington State. The Urban Ecology Research Lab (UERL) will implement a classification scheme for mapping the percentage of total impervious surfaces due to different types of transportation infrastructure based on current LANDSAT imagery.
KW  - Clean Water Act
KW  - Growth management
KW  - Improvements
KW  - Maintenance
KW  - Operational impacts
KW  - Operational performance
KW  - Operational systems
KW  - Research projects
KW  - Transportation infrastructure
KW  - Washington State Department of Transportation
UR  - https://trid.trb.org/view/1226493
ER  - 

TY  - RPRT
AN  - 01457581
AU  - Morre, D James
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - New Combination Treatments for Control of Johnsongrass Along Roadsides
PY  - 2005/03//Final Report
SP  - 62p
AB  - This project was to develop a cost-effective method for chemical eradication of Johnsongrass along Indiana roadsides. Johnsongrass, together with Canada thistle, represents Indiana’s most serious noxious weed invader where the need for control is mandated by law. Combined target-directed laboratory and greenhouse studies identified a new candidate herbicide, Outrider, which when combined with a new additive designated TR-IV gives eradication of Johnsongrass when applied to plants after less than 20 inches (70 cm) of growth or regrowth following mowing. The combination does not harm oversprayed established fescue or bluegrass. Based on limited implementation activities (two years experience), the recommendation is as a spot treatment. A cold-adapted Johnsongrass ecotype has been identified in the Northern-most tier of counties in Indiana which provides a further threat of encroachment of roadside-established Johnsongrass onto adjacent cropland of considerable potential economic consequence.
KW  - Herbicides
KW  - Maintenance
KW  - Roadside flora
KW  - Vegetation control
KW  - Weed control
KW  - Weeds
UR  - http://dx.doi.org/10.5703/1288284313277
UR  - https://trid.trb.org/view/1218821
ER  - 

TY  - RPRT
AN  - 01389776
AU  - Lukanen, E O
AU  - Stubstad, R N
AU  - Clevenson, M L
AU  - United States. Federal Highway Administration (FHWA). Office of Infrastructure R&D
TI  - Study of LTPP pavement temperature
PY  - 2005/03
IS  - FHWA-RD-02-071
SP  - 36p
KW  - Data analysis
KW  - Data analysis
KW  - Deflectometer
KW  - Deflectometers
KW  - Modulus
KW  - Modulus of deformation
KW  - Pavement performance
KW  - Pavement performance
KW  - Quality management
KW  - Stiffness
KW  - Stiffness
KW  - Temperature
KW  - Temperature
KW  - Total quality management
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/02071/
UR  - https://trid.trb.org/view/1157542
ER  - 

TY  - RPRT
AN  - 01389624
AU  - Hajek, J J
AU  - Selezneva, O I
AU  - Mladenovic, G
AU  - Jiang, Y J
AU  - United States. Federal Highway Administration (FHWA).  Office of Research, Development and Technology
TI  - Estimating cumulative traffic loads, vol II; traffic data assessment and axle load projection for the sites with acceptable axle weight data: final report for phase 2
PY  - 2005/03
IS  - FHWA-RD-03-094
SP  - 152p
KW  - Axle load
KW  - Axle loads
KW  - Bituminous pavement
KW  - Bituminous pavements
KW  - Case studies
KW  - Case study
KW  - Concrete pavement
KW  - Concrete pavements
KW  - Data analysis
KW  - Data analysis
KW  - Forecast
KW  - Forecasting
KW  - Methodology
KW  - Methodology
KW  - Pavement design
KW  - Pavement design
KW  - Pavement performance
KW  - Pavement performance
KW  - Statistical analysis
KW  - Statistical analysis
KW  - Traffic load
KW  - Traffic loads
UR  - http://www.fhwa.dot.gov/pavement/ltpp/03094/
UR  - https://trid.trb.org/view/1157390
ER  - 

TY  - RPRT
AN  - 01322445
AU  - Garlich, Michael J
AU  - Thorkildsen, Eric T
AU  - Federal Highway Administration
TI  - Guidelines for the Installation, Inspection, Maintenance and Repair of Structural Supports for Highway Signs, Luminaires, and Traffic Signals
PY  - 2005/03
SP  - 146p
AB  - This document provides guidance for the installation, inspection, maintenance, and repair of  structural supports for highway signs, luminaires  and traffic signals.  The primary purpose is to  provide owners with information that can assist them in managing their inventory, identifying  potential problem areas, and ensuring safe and satisfactory performance of these types of ancillary  highway structures.  The primary reason for compiling this guidance is increasing problems with  wind induced vibration, fatigue, and even structural collapse of these support systems.  Documented problems with these structures include questionable design and details, poor  fabrication practices, and poor installation techniques.
KW  - Anchor bolts
KW  - Failure
KW  - High mast lighting
KW  - Inspection
KW  - Luminance
KW  - Maintenance
KW  - Traffic signal supports
KW  - Traffic signs
KW  - Vibration
KW  - Wind
UR  - http://www.fhwa.dot.gov/bridge/signinspection.pdf
UR  - http://ntl.bts.gov/lib/34000/34800/34816/FHWA-NHI-05-036.pdf
UR  - https://trid.trb.org/view/1083961
ER  - 

TY  - RPRT
AN  - 01109878
AU  - Petersen, David Lee
AU  - CNA Consulting Engineers
AU  - Minnesota Department of Transportation
AU  - Federal Highway Administration
TI  - Continuous Compaction Control MnROAD Demonstration
PY  - 2005/03//Final Report
SP  - 139p
AB  - In September 2004, engineers conducted a Continuous Compaction Control (CCC) demonstration at MnROAD, an outdoor pavement test facility. Continuous Compaction Control (CCC), also called Intelligent Compaction (IC), is a new technique in the United States construction market that uses an instrumented compactor to measure soil or asphalt compaction in real time and adjusts compactive effort accordingly to control the level of compaction. This demonstration used the BOMAG Compactor and focused on Young’s soil modulus as the soil parameter of interest. CCC may potentially provide substantial benefits, including improved quality due to more uniform compaction, reduced compaction costs because effort is applied only where necessary, reduced life-cycle cost due to longer pavement life, and a stronger relationship between design and construction. State departments of transportation have expressed interest in exploring this method as a way of meeting quality-assurance requirements within a tight budget environment. In general, this study found CCC to be an effective quality-control mechanism for soil compaction. However, further questions arose as a result of the study and certain variables affected the results and measurements, including moisture content and the use of different measurement tools. Further research is needed to determine the level of uniformity in using CCC and the extent of reliability in achieving target values when using this method.
KW  - Continuous compaction control
KW  - Cost effectiveness
KW  - Demonstration projects
KW  - Intelligent compaction
KW  - Life cycle costing
KW  - Quality assurance
KW  - Quality control
KW  - Road construction
KW  - Soil compaction
UR  - http://www.dot.state.mn.us/research/TS/2005/200507.pdf
UR  - http://www.lrrb.org/pdf/200507.pdf
UR  - https://trid.trb.org/view/869410
ER  - 

TY  - RPRT
AN  - 01088748
AU  - Chiu, Yi-Chang
AU  - Logman, Haitham
AU  - Chiu, Mo-Ning
AU  - Sunkara, Analsoni
AU  - Haas, Carl
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidebook for Selecting Cost-Effective Wireless Communication
Technologies for Intelligent Transportation Systems
PY  - 2005/03
SP  - 108p
AB  - The advances of modern communication technologies have changed the way the roadway information is collected. Innovative surveillance systems powered by various communication technologies have been installed to support various transportation operations. The abundance of available communication technologies and multiple available communication system configurations presents overwhelming challenges for traffic engineers in selecting proper communication technologies for users of various traffic operation and ITS applications. The objective of this research is to propose an effective approach to characterize available communication technology choices, and analyze how they can be applied to various traffic operations. Of particular interest is the development of a guidebook to facilitate the decision-making in choosing appropriate communication technology given the operational requirements and decision objectives. Because of the fast-paced developments in communication technologies, a web-based Knowledge Management System that enables on-line learning of applications vs. communication technology choices, as well as continual updates of the technology choice set, has been developed to ensure the continual usability of this research product.
KW  - Cost effectiveness
KW  - Decision making
KW  - Highway operations
KW  - Intelligent transportation systems
KW  - Knowledge management
KW  - Strategic planning
KW  - Technology
KW  - Wireless communication systems
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4449_P1.pdf
UR  - https://trid.trb.org/view/849355
ER  - 

TY  - RPRT
AN  - 01045879
AU  - Henry, R D
AU  - Sabra, Wang and Associates, Incorporated
AU  - Federal Highway Administration
TI  - Signal Timing on a Shoestring
PY  - 2005/03
SP  - 54p
AB  - The conventional approach to signal timing optimization and field deployment requires current traffic flow data, experience with optimization models, familiarity with the signal controller hardware, and knowledge of field operations including signal timing fine-tuning. Developing new signal timing parameters for efficient traffic flow is a time-consuming and expensive undertaking. This report examines various cost-effective techniques that can be used to generate good signal timing plans that can be employed when there are insufficient financial resources to generate the plans using conventional techniques. The report identifies a general, eight-step process that leads to new signal plans: 1) Identify System Intersections; 2) Collect and Organize Existing Data; 3) Conduct a Site Survey; 4) Obtain Turning Movement Data; 5) Calculate Local Timing Parameters; 6) Identify Signal Groupings; 7) Calculate Coordination Parameters; and 8) Install and Evaluate New Plans. The report examines each of these steps and identifies procedures that can be used to minimize costs in each step. Special emphasis is placed on the costs of turning movement counts. The report develops a “tool box” of procedures and provides examples of how the tool box can be used when there is a moderate signal timing budget, when there is a modest signal timing budget, and when there is a minimum signal timing budget.
KW  - Cost effectiveness
KW  - Cost minimization
KW  - Data collection
KW  - Optimization
KW  - Procedures
KW  - Traffic signal timing
UR  - http://ops.fhwa.dot.gov/publications/signal_timing/signaltimingshstrg.pdf
UR  - http://www.ops.fhwa.dot.gov/publications/signal_timing/signaltimingshstrg.pdf
UR  - https://trid.trb.org/view/805719
ER  - 

TY  - RPRT
AN  - 01032984
AU  - Allen, Tony M
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Development of the WSDOT Pile Driving Formula and Its Calibration for Load and Resistance Factor Design (LRFD)
PY  - 2005/03//Research Report
SP  - 57p
AB  - Prior to 1997, Washington State Department of Transportation (WSDOT) used the Engineering News Record (ENR) Formula for driving piling to the design capacity. WSDOT sponsored research published in 1988 had shown that the ENR formula was quite inaccurate, and that moving toward the Gates Formula would be a substantial improvement (Fragaszy et al. 1988). Hence, in 1996, an in-house study was initiated to update the driving formula used for pile driving acceptance in the WSDOT Standard Specifications. Recently compiled databases of pile load test results were used as the basis for developing improvements to the Gates Formula to improve pile bearing resistance prediction accuracy. From this empirical analysis, the WSDOT driving formula was derived. Once the WSDOT driving formula had been developed, the empirical data used for its development were also used to establish statistical parameters that could be used in reliability analyses to determine resistance factors for load and resistance factor design (LRFD). The Monte Carlo method was used to perform the reliability analyses. Other methods of pile resistance prediction were also analyzed, and resistance factors were developed for those methods as well. Of the driving formulae evaluated, the WSDOT formula produced the most efficient result, with a resistance factor of 0.55 to 0.60. A resistance factor of 0.55 is recommended. Dynamic measurement during pile driving using the pile driving analyzer (PDA), combined with signal matching analysis (e.g., CAPWAP), produced the most efficient result of all the pile resistance prediction methods, with a resistance factor of 0.70 to 0.80.
KW  - Databases
KW  - Design capacity
KW  - Empirical methods
KW  - Load and resistance factor design
KW  - Load tests
KW  - Monte Carlo method
KW  - Pile bearing capacity
KW  - Pile driving
KW  - Reliability
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/610.1.pdf
UR  - https://trid.trb.org/view/788563
ER  - 

TY  - RPRT
AN  - 01031659
AU  - Lamptey, Geoffrey
AU  - Ahmad, Muhammad
AU  - Labi, Samuel A
AU  - Sinha, Kumares C
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Life Cycle Cost Analysis for INDOT Pavement Design Procedures
PY  - 2005/03//Final Report
SP  - 247p
AB  - Given the aging of highway pavements, high traffic levels, and uncertainty of sustained preservation funding, there is a need for balanced decision-making tools such as  Life Cycle Cost Analysis (LCCA) to ensure long-term and cost-effective pavement investments. With driving forces such as Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), the National Highway System (NHS) Act of 1995, and the Transportation Equity Act for the 21st Century (TEA-21), LCCA enables evaluation of overall long-term economic efficiency between competing alternative investments and consequently has important applications in pavement design and management. It has been shown in past research that more effective long-term pavement investment could be made at lower cost using LCCA. Current LCCA-based pavement design and preservation practice in Indiana could be further enhanced by due consideration of user costs. Also, the existing Federal Highway Administration (FHWA) LCCA software could be further enhanced for increased versatility, flexibility, and more specific applicability to the needs of Indiana, particularly with regard to treatment cost estimation and development of alternative feasible preservation strategies (rehabilitation and maintenance types and timings). The study documented/developed several sets of alternative pavement design and preservation strategies consistent with existing and foreseen Indiana practice. The preservation strategies were developed using two alternative criteria – trigger values (pavement condition thresholds) and predefined time intervals (based on treatment service lives) and are intended for further study before they can be used for practice. These strategies were developed on the basis of historical pavement management data, existing Indiana Department of Transportation (INDOT) Design Manual standards, and a survey of experts. The study also found that with a few enhancements, FHWA’s current LCCA methodology and software (RealCost) could be adapted for use by INDOT for purposes of decision support for pavement investments and proceeded to make such enhancements. The resulting software product (RealCost-Indiana) is more versatile, flexible and specific to Indiana practice. The enhancements made include a mechanism by which the user can estimate the agency cost of each pavement design or preservation activity on the basis of line items and their unit rates, and a set of menus showing default or user-defined strategies for pavement preservation. Other enhancements made to the software include improved graphics, enhanced reporting of analysis results, and capability to simultaneously carry out analysis for more than two pavement design and preservation alternatives. A User Manual was prepared to facilitate the use of the enhanced software, and a Technical Manual was prepared to provide for the user a theoretical basis for various concepts used in the software. The enhanced LCCA methodology and software are useful for (i) identifying alternative INDOT pavement designs, (ii) identifying or developing alternative strategies for pavement rehabilitation and maintenance for a given pavement design (iii) estimating the life-cycle agency and user costs associated with a given strategy, (iv) comparative evaluation of alternative pavement designs. The enhanced methodology and software are applicable to existing pavements in need of some rehabilitation treatment, and also for planned (new) pavements. Future enhancements to the LCCA methodology and software may include a way to duly penalize parsimonious preservation strategies that are presently not adequately penalized for their resulting inferior pavement condition over the life cycle.
KW  - Computer program documentation
KW  - Cost effectiveness
KW  - Decision making
KW  - Economic efficiency
KW  - Indiana
KW  - Life cycle costing
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Preservation
KW  - Rehabilitation (Maintenance)
KW  - Software
UR  - http://docs.lib.purdue.edu/jtrp/138/
UR  - https://trid.trb.org/view/787514
ER  - 

TY  - RPRT
AN  - 01025525
AU  - Boile, Maria
AU  - Ozbay, Kaan
AU  - Rutgers University, Piscataway
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - The Future of Transportation Modeling
PY  - 2005/03//Final Report
SP  - 124p
AB  - The scope of this study is to determine the new trends and approaches in transportation modeling and assist transportation professionals in reviewing features of alternative software packages, evaluating them, and comparing their capabilities.  Information for selected packages has been collected through publicly available software information, scientific and industry publications, and direct communication with the developers and/or vendors.  A survey has been conducted to obtain the perspective of software package users and determine the strengths and limitations of various widely used packages.  A VB-based application which facilitates the comparative evaluation of selected packages has been developed.  The application may be used to review the features of any package considered in the analysis, compare several features of any two packages, and determine interconnectivity between alternative packages.  The outcome of this work may assist transportation experts in determining which software tools are the most appropriate ones for their particular applications and in selecting the tools that are needed to cover their modeling needs.
KW  - Developers
KW  - Evaluation
KW  - Literature reviews
KW  - Software packages
KW  - Surveys
KW  - Transportation modeling
KW  - Transportation planning
KW  - Vendors
UR  - http://cait.rutgers.edu/files/FHWA-NJ-2005-016.pdf
UR  - https://trid.trb.org/view/782538
ER  - 

TY  - RPRT
AN  - 01014871
AU  - Roque, Reynaldo
AU  - Birgisson, Bjorn
AU  - Drakos, Christos
AU  - Sholar, Greg
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Use of Modified Binders
PY  - 2005/03//Final Report
SP  - 102p
AB  - The Superpave mix design procedure improved mixture quality; however, it still remains a volumetric design devoid of performance tests.  A mixture produced for high traffic volumes (above 10 million ESALs), results in low design asphalt content due to the increased gyrations.  The lower binder content, although enhancing the rutting performance, might increase the cracking susceptibility of the mix.  Modified asphalts have gotten a lot of attention during the past few years due to the promise of enhanced mixture performance.  This study consolidated work done in Florida with polymer-modified asphalts - mainly Ground Tire Rubber (GTR) and Styrene Butadiene Styrene (SBS).  Issues with the use of modifiers as well as their relative performance have been examined and summarized.  Information reviewed included data from the Heavy Vehicle Simulator (HVS), laboratory experiments--Asphalt Pavement Analyzer (APA), Servopac, and Indirect Tension Test (IDT)--as well as field results.  Test results clearly show that SBS-modified mixtures outperform control mixtures in rutting experiments, and laboratory information indicates that the same holds for cracking.  The basic benefit of GTR is that it can increase binder content without drain-down; the increased binder content subsequently improves cracking resistance.  Use of SBS-modified asphalts appears warranted and cost effective.  SBS-modified asphalt is highly recommended for intersections (high volume, slow moving traffic) and open-graded friction courses (OGFC); however, environmental benefit of the use of rubber in pavements cannot be overlooked.  A project to investigate a hybrid binder--a combination of SBS polymer with rubber--is already under way.
KW  - Asphalt mixtures
KW  - Binder content
KW  - Cost effectiveness
KW  - Cracking
KW  - Crumb rubber
KW  - Environmental impacts
KW  - Field tests
KW  - Intersections
KW  - Laboratory tests
KW  - Literature reviews
KW  - Open graded aggregates
KW  - Performance
KW  - Polymer asphalt
KW  - Rutting
KW  - Styrene butadiene styrene
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC354_77_rpt.pdf
UR  - https://trid.trb.org/view/768711
ER  - 

TY  - RPRT
AN  - 01018661
AU  - Bakeer, Reda M
AU  - Mattei, Norma Jean
AU  - Almalik, Bashar K
AU  - Carr, Stacey P
AU  - Homes, David
AU  - Tulane University
AU  - Louisiana Department of Transportation and Development
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Evaluation of DOTD Semi-Integral Bridge and Abutment System
PY  - 2005/03//Final Report
SP  - 150p
AB  - The Louisiana Department of Transportation and Development (LADOTD) designed and constructed its first prototype semi-integral abutment bridge in 1989. In this design, large longitudinal movements due to expansion and contraction, creep, shrinkage, and settlement are mitigated with an annular space, or gap, constructed between the backwall and the roadway embankment. This annular space is created using a geosynthetic-reinforced embankment constructed underneath the approach slab on the roadway side. To date, DOTD has constructed six prototype semi-integral bridges. These bridges are located in the north, central, and western parts of the state. All six prototype bridges were replacement projects in areas of the state where soil conditions are relatively good and, therefore, settlement was not a concern. The approach slab in the DOTD prototype design is cast integral with the bridge making it one continuous structure. Construction of a geosynthetic-reinforced embankment would eliminate the lateral pressure transfer to the backwall of the semi-integral bridge. The prototype design addresses the problem of the loss of soil support under the approach slab due to settlement or lateral movement. A gap created between the backwall and the reinforced embankment would eliminate the passive pressure from developing on the backwall due to bridge movement into the backfill. Permitting free backwall movement would also eliminate the potential for abutment rotation. In view of the review of existing records, field inspections, conventional structural and geotechnical analyses, and the finite element parametric study, the researchers concluded that the present DOTD design for semi-integral bridges is structurally sound. Based on the results of a cost/benefit analysis, the researchers concluded that the present design is also cost effective. Therefore, the present design could be continued by DOTD in areas with fair to good subsoil conditions. Future designs should consider the effect of settlement and the potential for deep-seated slope stability at sites with thick, soft cohesive and/or highly compressible subsoils, specifically when the grades require relatively high embankments. At these sites, preload surcharge programs, possibly with wick drains, could be considered. Alternatively, lightweight aggregate or EPS geofoam could be used for the construction of the embankment to minimize detrimental effects of settlements.
KW  - Approach slabs
KW  - Backwall
KW  - Benefit cost analysis
KW  - Bridge abutments
KW  - Bridge approaches
KW  - Bridge design
KW  - Contraction
KW  - Cost effectiveness
KW  - Creep
KW  - Embankments
KW  - Expansion
KW  - Geofoam
KW  - Lateral pressure
KW  - Lightweight aggregates
KW  - Louisiana
KW  - Motion
KW  - Prototypes
KW  - Settlement (Structures)
KW  - Shrinkage
KW  - Slope stability
KW  - Subsoil
KW  - Wick drains
UR  - http://www.ltrc.lsu.edu/pdf/2005/fr_397.pdf
UR  - https://trid.trb.org/view/771652
ER  - 

TY  - RPRT
AN  - 01014939
AU  - Sherwood, James M
AU  - Huitger, Carrie A
AU  - U.S. Geological Survey
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Bankfull Characteristics of Ohio Streams and Their Relation to Peak Streamflows
PY  - 2005/03//Final Report
SP  - 38p
AB  - Regional curves, simple-regression equations, and multiple-regression equations were developed to estimate bankfull width, mean bankfull depth, bankfull cross-sectional area, and bankfull discharge of rural, unregulated streams in Ohio.  The methods are based on geomorphic, basin, and flood-frequency data collected at 50 study sites located on unregulated natural alluvial streams in Ohio, of which 40 sites are located near streamflow-gaging stations.  The regional curves and simple-regression equations relate the bankfull characteristics to drainage area.  The multiple-regression equations relate the bankfull characteristics to drainage area, main-channel slope, main-channel elevation index, median bed-material particle size, bankfull cross-sectional area, and local-channel slope.  Average standard errors of prediction for bankfull width equations range from 20.6 to 24.8 percent, mean bankfull depth equations range from 18.8 to 20.6 percent, bankfull cross-sectional area equations range from 25.4 to 30.6 percent, and bankfull discharge equations range from 27.0 to 78.7 percent.  Field surveys were conducted at each of the 50 study sites to collect the geomorphic data.  Bankfull indicators were identified and evaluated, cross-section and longitudinal profiles were surveyed, and bed- and bank-material were sampled.  Field data were analyzed to determine various geomorphic characteristics, such as bankfull width, mean bankfull depth, bankfull cross-sectional area, bankfull discharge, streambed slope, and bed- and bank-particle size distribution.  Various geomorphic characteristics were analyzed using a combination of graphical and statistical techniques.  Simple-regression equations were developed to estimate 2-, 5-, 10-, 25-, 50-, and 100-year flood-peak discharges of rural, unregulated streams in Ohio from bankfull cross-sectional area.  The average standard errors of prediction are 31.6, 32.6, 35.9, 41.5, 46.2, and 51.2 percent, respectively.  The logarithms of the annual peak discharges for 40 gaged study sites were fit by a Pearson Type III frequency distribution to develop a flood-peak-frequency relation for each site.  The peak-frequency data were related to geomorphic, basin, and climatic variables by multiple-regression analysis.  The study and methods developed are intended to improve the understanding of the relations between geomorphic, basin, and flood characteristics of streams in Ohio and to aid in the design of hydraulic structures, such as culverts and bridges, where stability of the stream and structure is an important element of the design criteria.
KW  - Bankfull characteristics
KW  - Banks (Waterways)
KW  - Data collection
KW  - Drainage
KW  - Field studies
KW  - Flood frequency
KW  - Flood peak discharge
KW  - Floods
KW  - Geomorphology
KW  - Multiple regression analysis
KW  - Ohio
KW  - Regional curves
KW  - Streamflow
KW  - Streams
UR  - http://pubs.usgs.gov/sir/2005/5153/pdf/Bankfull_book.pdf
UR  - https://trid.trb.org/view/771480
ER  - 

TY  - RPRT
AN  - 01011199
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Implementing Ground Penetrating Radar Technology within TxDOT
PY  - 2005/03//Implementation Report
SP  - 16p
AB  - The Texas Department of Transportation (TxDOT) continues to take a lead role in the implementation of Ground Penetration Radar (GPR) technology.  With the ultimate goal of statewide implementation, Mr. Carl Bertrand of TxDOT's Construction Division initiated a project with Texas Transportation Institute (TTI) to purchase the necessary hardware to complete TxDOT's GPR fleet and also to document the key steps in both data collection and data processing.  With these objectives in mind, implementation project 5-1702 entitled "Training and Equipment for GPR Implementation" was initiated in the fall of 2000.  In this project two complete GPR systems were purchased and implemented with TxDOT.  Two training CDs were also developed.  The first CD covers all of the steps required to collect GPR data in the field.  It documents both the hardware assembly and use of TxDOT's data acquisition program RADAR 2K.  The second CD covers the steps required to process the GPR signals to provide information of use to pavement engineers.  The analysis CD contains several video clips and animations to explain the technology and it provides copies of the analysis programs COLORMAP and RADSEG and raw data from four projects in Texas for the user to process.  The user can compare his or her analysis results with those stored on the CD.
KW  - CD-ROM
KW  - Data collection
KW  - Ground penetrating radar
KW  - Implementation
KW  - Information processing
KW  - Texas Department of Transportation
KW  - Training
UR  - http://tti.tamu.edu/documents/5-1702-01-1.pdf
UR  - https://trid.trb.org/view/767651
ER  - 

TY  - RPRT
AN  - 01013384
AU  - Piette, Randall R
AU  - Wisconsin Department of Natural Resources
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines For Sampling Freshwater Mussels in Wadable Streams
PY  - 2005/03//Final Report
SP  - 58p
AB  - Highway construction activities, especially bridge projects, can disturb the habitat of mussels and other aquatic life.  To preserve these creatures and comply with state and federal regulations, the Wisconsin Department of Transportation (WisDOT) surveys streams for mussels before construction begins. Because  of the lack of statewide mussel population data prior to this project, most bridge construction projects required a costly and time-consuming underwater study.  Funded as a joint project between WisDOT and the Wisconsin Department of Natural Resources, this study provides a comprehensive baseline inventory of mussels in Wisconsin and a prioritized listing of geographic areas and waterbodies for future mussel survey work.  The geographic information system (GIS)-based Wisconsin Mussel Atlas produced in this project will allow WisDOT to quickly locate sites that have previously been inventoried, which may mean a new survey is not required before bridge construction.  Eliminating a mussel survey can save considerable time and money.  This project also developed standard mussel sampling and reporting protocols for wadable bodies of water.  These guidelines will standardize the collection of mussel data, reducing collector bias and  sampling error and facilitating statewide comparisons of mussel communities and habitat.
KW  - Aquatic life
KW  - Data collection
KW  - Freshwater mussels
KW  - Geographic information systems
KW  - Guidelines
KW  - Habitat (Ecology)
KW  - Inventory
KW  - Protocols
KW  - Reports
KW  - Sampling
KW  - Standardization
KW  - Streams
KW  - Surveys
KW  - Wisconsin
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/01-09mussels-f1.pdf
UR  - https://trid.trb.org/view/767887
ER  - 

TY  - RPRT
AN  - 01006613
AU  - Miles, Jeffrey David
AU  - Carlson, Paul J
AU  - Pratt, Michael P
AU  - Thompson, Tyrell D
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Traffic Operational Impacts of Transverse, Centerline, and Edgeline Rumble Strips
PY  - 2005/03
SP  - 212p
AB  - This report documents the findings of a 30-month project in which various rumble strip applications were tested.  The focus was on the operational aspects of in-lane, transverse rumble strips (TRSs) and centerline rumble strips (CRSs).  Operational aspects of edgeline rumble strips (ERSs) were also tested.  The researchers reviewed previous studies, interviewed state agencies with significant rumble strip experience, and reviewed available policies.  Based on these efforts and input by the Texas Department of Transportation (TxDOT), the researchers then developed initial application guidelines for rumble strips in Texas.  The TRSs were evaluated at stop-controlled intersections and horizontal curve locations throughout the state.  Passing operations and vehicle lateral position were evaluated as a function of milled and raised CRSs at sites throughout the state.  Shoulder usage was evaluated as a function of milled ERSs.  Researchers used the results of the operational studies, TxDOT input, and the synthesis of previous studies and other state policies to develop recommendations for TxDOT for TRSs, CRSs, and ERSs.  These recommendations are contained in Appendix C.
KW  - Center lines
KW  - Edge lines
KW  - Guidelines
KW  - Highway operations
KW  - Horizontal curvature
KW  - Impact studies
KW  - Intersections
KW  - Interviewing
KW  - Lateral placement
KW  - Literature reviews
KW  - Passing
KW  - Policy
KW  - Recommendations
KW  - Rumble strips
KW  - Texas
KW  - Transverse lines
UR  - https://trid.trb.org/view/761989
ER  - 

TY  - RPRT
AN  - 01006003
AU  - Ralls, Mary Lou
AU  - Tang, Ben
AU  - Bhide, Shrinivas
AU  - Brecto, Barry
AU  - Calvert, Eugene
AU  - Capers, Harry
AU  - Dorgan, Dan
AU  - Matsumoto, Eric
AU  - Napier, Claude
AU  - Nickas, William
AU  - Russell, Henry
AU  - American Trade Initiatives
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
TI  - Prefabricated Bridge Elements and Systems in Japan and Europe
PY  - 2005/03
SP  - 64p
AB  - The aging highway bridge infrastructure in the United States must be continuously renewed while accommodating traffic flow, so new bridge systems are needed that allow components to be fabricated offsite and moved into place quickly.  The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study in Japan and Europe to identify prefabricated bridge elements and systems that minimize traffic disruption, improve work zone safety, and lower life-cycle costs.  The U.S. delegation observed 10 technologies that it recommends for possible implementation in the United States.  They include movement systems for transporting and installing prefabricated bridge components, such as self-propelled modular transporters.  They also include superstructure systems that save time by eliminating the need to place and remove deck formwork.  The scanning team also learned about innovative deck and substructure systems that reduce construction time, including the Japanese SPER system of rapid construction of bridge piers.  The team's recommendations for U.S. action include seeking demonstration projects on technologies it observed.
KW  - Aging (Materials)
KW  - American Association of State Highway and Transportation Officials
KW  - Bridge decks
KW  - Bridge members
KW  - Bridge piers
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Construction
KW  - Demonstration projects
KW  - Europe
KW  - Formwork
KW  - Highway bridges
KW  - Infrastructure
KW  - Innovation
KW  - Japan
KW  - Life cycle costing
KW  - National Cooperative Highway Research Program
KW  - Prefabricated bridges
KW  - Recommendations
KW  - Scanning studies
KW  - Self-propelled modular transporters
KW  - SPER
KW  - Technology
KW  - Traffic disruption
KW  - U.S. Federal Highway Administration
KW  - United States
KW  - Work zone safety
UR  - http://international.fhwa.dot.gov/prefab_bridges/index.cfm
UR  - https://trid.trb.org/view/761517
ER  - 

TY  - RPRT
AN  - 01006002
AU  - Klopp, Rodney J
AU  - Pennsylvania Department of Transportation
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of DuPont Elvaloy RET Asphalt Modifier
PY  - 2005/03//Construction Report
SP  - 42p
AB  - The product is being evaluated in Engineering District 8-0, specifically along SR 0041, Section 003 near Gap, Lancaster County, PA.  The Elvaloy modifier was added to a PG 64-22 hot-mixed asphalt.  The resulting PG 76-22 rated mixture was placed on SR 0041 in Lancaster County.  The control section is a standard styrene block co-polymer modified hot-mixed asphalt (PG 76-22 rated).  Job mix formulas are included in Appendix A of this report.  The contract was let on March 24, 2004 and awarded to McMinn's Asphalt Company, Inc. of East Petersburg, PA.  Construction of the experimental and control sections occurred between October 9 and 12, 2004.  All construction was completed using current methods, equipment, and procedures.    Construction of the experimental and control sections were completed without incident.  Laborers for McMinn's Asphalt Company noted improved workability compared to the control section.  The evaluation of DuPont(TM) Elvaloy(R) RET asphalt modifier will be conducted on an annual basis for a period of five (5) years after placement.
KW  - Asphalt mixtures
KW  - Asphalt pavements
KW  - Bituminous mixtures
KW  - Copolymers
KW  - Elvaloy
KW  - Evaluation
KW  - Hot mix asphalt
KW  - Modifiers (Asphalt)
KW  - Paving
KW  - Pennsylvania
KW  - Workability
UR  - https://trid.trb.org/view/761584
ER  - 

TY  - RPRT
AN  - 01004370
AU  - Shakoor, Abdul
AU  - Woodard, Martin J
AU  - Kent State University
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Rockfall Hazard Rating Matrix
PY  - 2005/03//Final Report
SP  - 386p
AB  - Although Ohio is not considered a "mountainous state", it is well documented that rockfalls are prevalent.  Rockfalls pose a considerable risk to traffic safety, create maintenance problems, and exert a strain on limited maintenance funds available to the Ohio Department of Transportation (ODOT).  In order to assist ODOT in their prioritization for remediation work, a relative rockfall hazard rating matrix has been developed.  One hundred eight sites along Ohio roadways were characterized for their geology, geometry and traffic characteristics.  As compared to other states where rating systems have previously been developed, Ohio geology can be characterized as relatively flat lying alternating sequences of durable and nondurable sedimentary rocks.  Because of this, the matrix focuses on differential weathering and undercutting present at road cuts.  Data were collected for all sites and were statistically analyzed, using univariate, bivariate, and cluster analyses, to determine significant variables that characterize slopes.  Statistical analyses indicated that slake durability index (SDI), slope angle, and slope height were the most significant variables in differentiating between sites.  A matrix was developed based on the statistical analysis and information gained from previously developed rating systems.  Geologic parameters include geologic conditions (SDI and maximum amount of undercutting; discontinuity extent/orientation and joint roughness), potential block size, and hydrologic condition.  Geometric parameters were evaluated through a comparison of actual field conditions to prescribed Ritchie catchment ditch design.  Traffic parameters included average daily traffic, percent decision site distance, and pavement width.  Information about rockfall history was unavailable for this research project, but its importance has been well documented.  For this reason, a subjective assessment of rockfall history has been included.  The matrix assigns scores on an exponential scale based on relative risk, with higher scores representing more of a hazard.  The developed matrix was applied to all sites, and scores ranged from 23 to 157.  Based on the final scores, three broad-based categories of hazard were developed to more easily characterize the sites (high>100, moderate 50-100, and low<50).  The rating matrix can be used to evaluate other rock slopes in Ohio and neighboring states with similar geology.  These relative ratings can aid ODOT in making financial decisions and addressing legal issues of slope safety by examination of slopes using engineering principles.
KW  - Data collection
KW  - Geology
KW  - Hazard rating
KW  - Matrices (Mathematics)
KW  - Ohio
KW  - Rockfalls
KW  - Sedimentary rocks
KW  - Slake index
KW  - Slope angle
KW  - Slope height
KW  - Statistical analysis
KW  - Undercutting
KW  - Weathering
UR  - http://www.dot.state.oh.us/research/2005/Geotechnical/14782-FR.PDF
UR  - https://trid.trb.org/view/760344
ER  - 

TY  - RPRT
AN  - 01003778
AU  - Zhou, Fujie
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Overlay Tester: A Rapid Performance Related Crack Resistance Test
PY  - 2005/03
SP  - 86p
AB  - The focus of many asphalt mixture design procedures over the past 10 years has led to the development of stiffer, drier mixtures.  However, these mixes are more difficult to construct and are potentially more prone to reflective cracking.  In this research the upgraded overlay tester is introduced and proposed as a simple performance test on reflective cracking.  The overlay tester can be run on standard size samples, typically 6 in. (150 mm) long by 3 in. (75 mm) wide by 1.5 in. (38 mm) high.  These specimens can be prepared from either field cores or from Superpave Gyratory Compactor (SGC) molded specimens.  The test is rapid and repeatable, and poor samples fail in minutes.  It characterizes both crack initiation and crack propagation properties of asphalt mixtures.  Based on repeatability study results, three replicates are recommended for the overlay tester.  Sensitivity studies indicate that the overlay tester provides reasonable test results.  Increasing asphalt content will significantly improve the reflective cracking resistance of asphalt mixtures.  In a series of tests on Texas mixtures, it was determined that aggregate absorption has a major impact on the performance of specimens in the overlay tester.  This topic has not received much attention recently but it obviously needs to be investigated.  In the lab these highly absorptive aggregates did not severely impact the rutting performance but they had a major impact on cracking life.  The effectiveness of the overlay tester was validated by five case studies in Texas.  The overlay tester results all correlated well with the field performance.  Furthermore, the overlay tester results have good correlations with beam fatigue test results and low temperature performance of asphalt mixtures in the field.  A preliminary framework of asphalt overlay mixture designs and associated criteria have been proposed.  Based on the framework, two examples of asphalt overlay mixture designs are presented in this report.  This framework and the associated criteria are preliminary and they will need further refinement.  Finally, a brand new overlay tester has been manufactured and delivered to the Texas Department of Transportation's central lab at the Cedar Park office.  In addition, training for the operation and analysis has been provided.
KW  - Absorption
KW  - Aggregates
KW  - Asphalt content
KW  - Asphalt mixtures
KW  - Bituminous overlays
KW  - Case studies
KW  - Cores (Specimens)
KW  - Correlation analysis
KW  - Fatigue tests
KW  - Field performance
KW  - Gyratory compaction
KW  - Low temperature
KW  - Mix design
KW  - Overlays (Pavements)
KW  - Performance tests
KW  - Reflection cracking
KW  - Repeatability
KW  - Specimens
KW  - Testing equipment
KW  - Texas
KW  - Validation
UR  - https://trid.trb.org/view/760186
ER  - 

TY  - RPRT
AN  - 01003766
AU  - Agent, Kenneth R
AU  - Pigman, Jerry G
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Review of Traffic Provisions of KRS/KAR and Kentucky Drivers Manual
PY  - 2005/03//Final Report
SP  - 16p
AB  - This study included a review of selected sections of KRS and KAR that relate to traffic and safety.  Also, the Kentucky Drivers Manual was reviewed.  The review involved an evaluation of the applicability and consistency of these documents as well as their agreement with nationally recognized standards and guidelines.  Detailed comments were provided to the Kentucky State Police after a thorough review of the Kentucky Drivers Manual.  An emphasis was placed on updating portions of the manual where traffic control devices were described, as well as a general update to conform with the Uniform Vehicle Code.  Many of these recommended revisions were incorporated into the revised manual.  Each section of KRS Chapter 189 and each chapter of KAR Titles 601 and 603 were reviewed.  Modifications or questions concerning various aspects of the legislation or regulations were identified for several sections or chapters.  Members of the study advisory committee were requested to review and concur with the recommendations.  All of the comments were then summarized and presented to the advisory committee for their comments and suggestions.  A list of recommended revisions or modifications was prepared and reviewed, and approved by the committee.
KW  - Drivers
KW  - Kentucky
KW  - Manuals
KW  - Modernization
KW  - Reviews
KW  - Revisions
KW  - State laws
KW  - Traffic regulations
KW  - Traffic safety
UR  - https://trid.trb.org/view/760201
ER  - 

TY  - RPRT
AN  - 01000291
AU  - Fenno, David W
AU  - Benz, Robert J
AU  - Vickich, Michael J
AU  - Theiss, LuAnn
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Quantification of Incident and Non-Incident Travel Time Savings for Barrier-Separated High-Occupancy Vehicle (HOV) Lanes in Houston, Texas
PY  - 2005/03//Technical Report
SP  - 342p
AB  - This project examined barrier-separated high-occupancy vehicle (HOV) lane travel time savings during incident conditions in Houston, Texas.  Travel time studies, due to cost and manpower, are typically conducted infrequently and under non-incident conditions.  Due to the high occurrence of incidents in large urban areas, travel time studies conducted under non-incident conditions underestimate the benefit of HOV lanes.  During 2003, only an average of 17% of AM peak and 10% of PM peak periods were found to be incident free in the four HOV corridors studied:  I-10 Katy, I-45 North, I-45 Gulf, and US-59 Southwest Freeways.  Characteristics of the 9506 incidents reviewed from the incident database are detailed by corridor and direction, cross-section location, severity, number of vehicles, time of day, day of week, month of year, and weather conditions.  A total of 341 incidents in these corridors were identified for further analysis and stratified into an incident matrix for each corridor with the extent of lane blockage versus duration of incident.  Historical Automatic Vehicle Identification (AVI) data for these incident peak periods were analyzed using a Travel Time Generator software program developed in this project.  This software used the AVI data to calculate segment and corridor mainlane and HOV lane travel times for 5-min periods during the AM peak (6:00-9:00 AM) and PM peak (3:30-6:30 PM) periods.  Travel time savings during incident conditions were compared to non-incident conditions for the range of incidents in the matrix.  The additonal benefit of HOV lane travel time savings during incident conditions over non-incident travel time savings was estimated at 74% combining all corridors and peak periods.  An important benefit of HOV lanes is shown in the travel time graphs detailing mainlane and HOV lane travel time comparisons for the range of incidents in the matrices.  In comparison to average travel time savings over the entire 3-hr peak period, maximum travel time savings during incident conditions ranged up to 64 min in the AM peak and 49.5 min in the PM peak.  An analysis of the entire year of 2003 AVI data (incident and non-incidnet conditions) estimated the benefit of HOV lanes in these four corridors during the combined AM and PM peak periods at approximately $146,000 per day or approximately $38 million per year.  The Katy Freeway HOV lane showed the greatest incident and non-incident savings at nearly $80,000 per day or $20.5 million per year.
KW  - Automatic vehicle identification
KW  - Benefit cost analysis
KW  - Data analysis
KW  - Freeways
KW  - High occupancy vehicle lanes
KW  - Houston (Texas)
KW  - Peak periods
KW  - Savings
KW  - Traffic data
KW  - Traffic incidents
KW  - Travel time
UR  - http://tti.tamu.edu/documents/0-4740-1.pdf
UR  - https://trid.trb.org/view/751261
ER  - 

TY  - RPRT
AN  - 01003775
AU  - Hopwood, Theodore
AU  - Palle, Sudhir
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Environmental Commitment Follow-Up
PY  - 2005/03//Final Report
SP  - 56p
AB  - Three recently completed road construction projects were investigated to determine Kentucky Transportation Cabinet (KYTC) effectiveness in implementing project commitments (including environmental commitments).  Documentation was obtained from KYTC districts in which the projects were constructed and KYTC officials involved with the projects from planning through construction were interviewed.  The projects were inspected to audit completion of project commitments.  Key stakeholders (officials of local governments, resource agencies, metropolitan planning organizations, interest groups, and adjacent landowners) were interviewed about the projects.  They were asked to grade KYTC for implementation of project commitments using a standard report card format.  The findings for these investigations are presented.  The auditing procedure employed in this study can be used to rate future KYTC projects, identify problems, and suggest solutions.
KW  - Auditing
KW  - Compliance
KW  - Environmental impacts
KW  - Interviewing
KW  - Kentucky
KW  - Project management
KW  - Road construction
KW  - Stakeholders
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_04_30_SPR_210_00_1F.pdf
UR  - https://trid.trb.org/view/760160
ER  - 

TY  - RPRT
AN  - 01001560
AU  - Young, Rhonda
AU  - Liesman, Joel
AU  - Lucke, David
AU  - Schieck, Shane
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Wyoming Freight Movement and Wind Vulnerability
PY  - 2005/03//Final Report
SP  - 142p
AB  - The movement of freight in the State of Wyoming is critical to Wyoming's economy as well as the national economy.  Wyoming's transportation system provides a vital link for the movement of commodities across the United States in addition to providing access to the mineral, industrial, and agricultural resources of the state.  The intent of this research is twofold.  First is to get an overall understanding of freight movement within the state including freight vehicle counts, commodity types, and freight vehicle accidents.  The second intent of the research is to focus on freight vehicle safety in strong wind conditions.  High wind conditions are the frequent cause of freight vehicle rollover, often forcing the shutdown of roadways and halting the movement of freight through these heavily used corridors.  The wind research studies the weather station data and looks at the correlation between measured wind speeds and the likelihood of freight vehicle rollover accidents.  The focus of this research is on truck and rail freight movement since air and water freight modes represent a very small portion of the goods movement in the state.  Pipelines are addressed to a lesser extent.
KW  - Commodities
KW  - Freight transportation
KW  - Pipelines
KW  - Railroads
KW  - Rollover crashes
KW  - Safety
KW  - Trucking
KW  - Wind
KW  - Wyoming
UR  - https://trid.trb.org/view/757433
ER  - 

TY  - RPRT
AN  - 01002024
AU  - Sen, Rajan
AU  - Mullins, Gray
AU  - Ayoub, Ashraf
AU  - Pai, Niranjan
AU  - Gualtero, Ivan
AU  - Deshmukh, Ganesh
AU  - University of South Florida, Tampa
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Replacement Prioritization of Precast Deck Panel Bridges
PY  - 2005/03//Final Report
SP  - 303p
AB  - Precast deck panel bridges have a long history of poor performance in Florida.  A spate of recent localized failures on major highways, led to a decision by the Florida Department of Transportation (FDOT) to replace selected bridges on I-75 in Districts 1 and 7 by full-depth, cast-in-place concrete slab over 10 years.  The goal of this study was to develop a strategy that could assist in prioritizing this replacement.  A progressive degradation model was developed from a careful analysis of localized failures, on-site forensic investigation of deck panel bridges during their replacement, review of historical inspection data and finite element analysis.  This model was subsequently integrated in PANEL - custom software written for this project.  A special database containing inspection records for all precast deck panel bridges in Districts 1 and 7 extending over 20 years in electronic form was created for PANEL.  This allowed PANEL to automate the prioritization process.  PANEL permits users to specify weighting factors for parameters such as safety, importance and cost.  This information is then used to create lists that rank the order in which the replacement is to be carried out.  Weighting factors used in this report for ranking were calibrated using the latest inspection data.  As the database can be easily updated to include new inspection information and photographs, PANEL provides a dynamic resource that can be used by FDOT to review and revise its prioritization strategy in the future to take into consideration the latest available information.
KW  - Bridge decks
KW  - Bridge replacement
KW  - Bridges
KW  - Cast in place concrete
KW  - Finite element method
KW  - Florida
KW  - Inspection records
KW  - Mathematical models
KW  - Precast concrete
KW  - Software
KW  - Strategic planning
KW  - Weighting
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_MNT/FDOT_BC353_48_rpt.pdf
UR  - https://trid.trb.org/view/757700
ER  - 

TY  - RPRT
AN  - 01001999
AU  - Abbas, Montasir
AU  - Chaudhary, Nadeem
AU  - Pesti, Geza
AU  - Sharma, Anuj
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Determination of Optimal Traffic Responsive Plan Selection Control Parameters
PY  - 2005/03
SP  - 98p
AB  - Closed-loop traffic control systems can be operated by either Time-of-Day (TOD) mode or Traffic Responsive Plan Selection (TRPS) mode.  When properly configured, the TRPS mode has the potential to provide an optimal operation due to its ability to accommodate abnormal traffic conditions such as incidents, special events, and holiday traffic.  TRPS mode can also reduce the need for frequent redesign/updates to signal timing plans.  To date, there have not been any formal guidelines for selection of robust and optimal TRPS system parameters and thresholds.  Consequently, traffic engineers usually revert to the TOD mode of operation for its ease of setup.  This report provides a new methodology for robust and optimal selection of TRPS parameters and thresholds.  The report presents an innovative framework of TRPS system setup following a comprehensive approach that incorporates a multi-objective evolutionary algorithm and a supervised discriminant analysis.  The developed guidelines are presented in simplified tables to facilitate their implementation.  Guidelines were verified by using hardware-in-the-loop simulations.  Compared to just the worst possible solutions encountered during the optimization, the final solution provided a concurrent savings of 53% in delay and 19% in stops.
KW  - Algorithms
KW  - Discriminant analysis
KW  - Guidelines
KW  - Hardware in the loop simulation
KW  - Optimization
KW  - Periods of the day
KW  - Stopped time delays
KW  - Traffic control
KW  - Traffic delays
KW  - Traffic responsive plan selection
KW  - Traffic signal control systems
KW  - Traffic signal timing
UR  - http://d2dtl5nnlpfr0r.cloudfront.net/tti.tamu.edu/documents/0-4421-2.pdf
UR  - https://trid.trb.org/view/758085
ER  - 

TY  - RPRT
AN  - 01001593
AU  - Tabatabai, Habib
AU  - Ghorbanpoor, Al
AU  - Turnquist-Nass, Amy
AU  - University of Wisconsin, Milwaukee
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Rehabilitation Techniques for Concrete Bridges
PY  - 2005/03//Final Report
SP  - 337p
AB  - This research project addresses rehabilitation techniques for reinforced and prestressed concrete bridges, focusing primarily on corrosion of prestressed concrete beam-ends.  An extensive literature database on repair of concrete bridges was developed using Microsoft Access.  A limited, first version of an expert system computer program, Concrete Bridge Assessment and Rehabilitation (ConBAR), was developed to assist in diagnosis of concrete bridge deterioration problems and to identify repair, rehabilitation, or preventive maintenance options.  The effectiveness of several repair methods in mitigating corrosion damage and providing protection to prestressed concrete beam-ends was evaluated experimentally.  These methods included silane sealers, epoxy coatings, patching, polymer (resin) coatings and fiber-reinforced polymer (FRP) wraps.
KW  - Beams
KW  - Computer programs
KW  - Corrosion
KW  - Corrosion protection
KW  - Deterioration
KW  - Epoxy coatings
KW  - Expert systems
KW  - Fiber reinforced plastics
KW  - Literature reviews
KW  - Patching
KW  - Polymers
KW  - Prestressed concrete bridges
KW  - Preventive maintenance
KW  - Rehabilitation (Maintenance)
KW  - Reinforced concrete bridges
KW  - Repairing
KW  - Sealing compounds
KW  - Silane
UR  - http://www.whrp.org/Research/publications/Final%20Reports/WHRP%2004%2004%20Rehabilitation%20Techniques%20for%20Concrete%20Bridges.pdf
UR  - https://trid.trb.org/view/757401
ER  - 

TY  - RPRT
AN  - 01001574
AU  - Schieck, Shane
AU  - Young, Rhonda
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Highway Construction Related Business Impacts: Phase II
PY  - 2005/03//Final Report
SP  - 213p
AB  - Highway construction projects not only impact the traveling public, but can also impact businesses situated adjacent to the construction project.  Even though construction projects are temporary situations, many businesses worry about the level of impact during construction and the length and magnitude of the associated recovery period.  Highway construction impacts on businesses may come in the form of a temporary loss of customers, revenue, and property value as well as the creation of noise, air pollution, and a host of other problems.  Phase I of the business impacts study attempted to quantify the estimated business impacts for rural areas such as Wyoming.  The study investigated the business-related impacts due to twelve highway construction projects in Wyoming.  The Phase II research effort is a continuation and refinement of the Phase I research.  Phase II began with a narrowing of the scope to four current highway construction projects.  Just as in Phase I, perceived impact data were collected through surveys sent to businesses in the four case study projects.  Wyoming Department of Revenue tax data were used to examine the actual estimated sales data before, during, and after construction.  Additionally, traffic volumes were compared to the business owners' perceptions.  The result of Phase II of the business impacts study was a more in-depth quantification of actual impacts as well as an analysis of the difference between the actual and perceived impacts that was statistically more significant than the Phase I study.
KW  - Businesses
KW  - Case studies
KW  - Construction projects
KW  - Data collection
KW  - Impacts
KW  - Road construction
KW  - Surveys
KW  - Tax receipts
KW  - Traffic volume
KW  - Wyoming
UR  - https://trid.trb.org/view/757429
ER  - 

TY  - RPRT
AN  - 01001570
AU  - Federal Highway Administration
TI  - High Performance Concrete Structural Designers' Guide
PY  - 2005/03//First Edition
SP  - 124p
AB  - The main objective of this Guide is to provide a source of information to structural designers for the design and construction of highway bridges and related structures using high performance concrete (HPC).  This Guide will be updated periodically to keep pace with the latest developments in HPC.  The Guide addresses all basic aspects of developing and producing HPC with desirable and beneficial characteristics for the transportation community.  Section 1 discusses the objective and scope of the Guide.  Section 2 introduces the topic of HPC implementation in the United States highway infrastructure and provides historical context of this development.  Section 3 addresses the characteristics and grades of HPC for various applications and environment.  Section 4 is devoted to recently-completed national research and ongoing testing into the next generation of HPC, along with web links to State Department of Transportation research reports.  Section 5 highlights material properties of HPC that are important to owners and designers in assuring long-term structural performance.  Section 6 provides guidelines for developing HPC mix designs and proportioning of materials.  Section 7 focuses on the fabrication, transportation and erection of precast, prestressed HPC beams.  Section 8 applies to HPC cast-in-place construction in substructures and superstructures, with special attention to the construction of bridge decks.  Section 9 identifies the most common instruments that can be used for field measurement and recording of strain, deflection, rotation, acceleration and temperature of HPC members.  Section 10 provides cost information and methods for assessing the cost effectiveness of HPC with guidelines for estimating initial construction cost and life-cycle cost.  Finally, Section 11 provides an overview of several HPC projects across the United States with lessons learned and contact information or web links for further details.
KW  - Beams
KW  - Bridge decks
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Case studies
KW  - Cast in place concrete
KW  - Cost effectiveness
KW  - Guidelines
KW  - High performance concrete
KW  - Highway bridges
KW  - History
KW  - Instrumentation
KW  - Life cycle costing
KW  - Mix design
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Properties of materials
KW  - Research
KW  - Structural design
KW  - Testing
KW  - United States
UR  - http://knowledge.fhwa.dot.gov/cops/hpcx.nsf/All+Documents/A10B9708BF2C9D3D85256FD2007403A5/$FILE/Final%20HPC%20Structural%20Designers%20Guide.pdf
UR  - https://trid.trb.org/view/757328
ER  - 

TY  - RPRT
AN  - 01001480
AU  - Lawler, John S
AU  - Krauss, Paul D
AU  - Wiss, Janney, Elstner Associates, Incorporated
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Development of High-Performance Concrete Mixtures for Durable Bridge Decks in Montana Using Locally Available Materials
PY  - 2005/03//Final Report
SP  - 45p
AB  - The Montana Department of Transportation (MDT) is performing research to develop a cost-effective, indigenous high-performance concrete (HPC) for use in bridge deck applications.  The investigation was divided into two tasks:  1) identification of the optimum cementitious matrix for the HPC and 2) evaluation of the performance of this matrix in combination with aggregates readily available in Montana.  The work focused on the use of binary, ternary, and quaternary blends of portland cement with fly ash (Class C and F), slag, calcined clay, metakaolin, and silica fume, in combination with Yellowstone River and Western Montana aggregate sources.  Testing included plastic properties, setting characteristics, air-void system parameters, electrical conductivity, strength, chloride diffusion, freezing and thawing resistance, scaling resistance, and drying shrinkage.  The paper discusses the process required to test and implement HPC specifically for bridge deck applications and presents the test results for this MDT study.  The supplementary cementitious material combinations that produced the best performance were silica fume alone, silica fume and slag, Class F fly ash, silica fume and slag-blended cement, and silica fume and calcined clay-blended cement.  The importance of raw material testing and the practical reproducibility of the concrete mixture are also considered.
KW  - Air voids
KW  - Bridge decks
KW  - Calcined clay
KW  - Chloride permeability
KW  - Compressive strength
KW  - Electrical conductivity
KW  - Fly ash
KW  - Freeze thaw durability
KW  - High performance concrete
KW  - Local materials
KW  - Metakaolin
KW  - Mix design
KW  - Montana
KW  - Performance
KW  - Portland cement
KW  - Scaling (Concrete)
KW  - Setting (Concrete)
KW  - Shrinkage
KW  - Silica fume
KW  - Slag
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/high_concrete/iii/final_report.pdf
UR  - http://www.mdt.mt.gov/research/projects/mat/high_concrete.shtml
UR  - http://ntl.bts.gov/lib/45000/45800/45837/final_report59.pdf
UR  - https://trid.trb.org/view/757206
ER  - 

TY  - RPRT
AN  - 01001478
AU  - Roberts, Freddy L
AU  - Saber, Aziz
AU  - Ranadhir, Abhijeet
AU  - Zhou, Xiang
AU  - Louisiana Tech University, Ruston
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Effects of Hauling Timber, Lignite Coal, and Coke Fuel on Louisiana Highways and Bridges
PY  - 2005/03//Final Report
SP  - 187p
AB  - This study included the development of a methodology to assess the economic impact of overweight permitted vehicles hauling timber, lignite coal, and coke fuel on Louisiana highways and bridges.  Researchers identified the highway routes and bridges being used to haul these commodities and statistically chosen samples to use in the analysis.  Approximately 1,400 control sections on Louisiana highways carry timber, 4 control sections carry lignite coal, and approximately 2,800 bridges are involved in the transport of these commodities.  Three different gross vehicle weight (GVW) scenarios were selected for this study including:  80,000 lb, 86,600 lb or 88,000 lb, and 100,000 lb.  The current GVW is 80,000 lb.  The 86,600 lb GVW is the permitted load for log trucks and the 88,000 lb GVW is permitted for lignite coal and coke haulers.  The 100,000 lb GVW for sugarcane haulers is the highest level currently permitted by the state of Louisiana.  The methodology for analyzing the effect of these loads on pavements was taken from the 1986 AASHTO design guide and involves determining the overlay thickness required to carry traffic from each GVW scenario for the overlay design period.  Differences in the life of an overlay were calculated for different GVW scenarios and overlay thickness and costs were determined for a 20-year analysis period.  These costs were developed for the sample on all control sections included in the study.  These present net worth costs were expanded to represent the cost for all control sections carrying each commodity.  A suggestion from enforcement personnel caused project staff to perform an additional analysis using one load axle at 48,000 lb (48 kip), which is the maximum permissible tandem axle load.  This analysis showed that 48-kip axles produce more pavement damage than the current permitted GVW for timber trucks and cause significant bridge damage at all GVW scenarios included in the study.  The methodology for analyzing the bridge costs was developed by 1) determining the shear, moment and deflection induced on each bridge type and span, and 2) developing a cost to repair fatigue damage for each vehicle passage with maximum tandem load of 48,000 lb.  Results indicate that permit fees paid by timber trucks should increase from the current $10 per year to around $346/year/truck for a GVW of 86,600 lb when axles are equally loaded and $4,377/year/truck if 48-kip axle loads are permitted.  The current permit fee for lignite coal should remain at current levels.  The legislature should not consider raising the GVW level to 100,000 lb because the pavement overlay costs double over those at 86,600 lb GVW and the bridge repair costs become significant.  In many cases, the bridge costs per passage of a loaded truck amount to $8.90 meaning that the cost of bridge damage per truck per year can easily exceed $3,560.  The project staff recommends that the legislature eliminate the 48-kip maximum individual axle load and leave GVWs at the current level, but increase the permit fees to sufficiently cover the additional pavement costs produced by the presence of these permitted overweight vehicles.
KW  - Axle loads
KW  - Bridge damage
KW  - Bridges
KW  - Coal
KW  - Coke
KW  - Costs
KW  - Economic impacts
KW  - Fees
KW  - Forecasting
KW  - Gross vehicle weight
KW  - Highways
KW  - Impact studies
KW  - Lignite
KW  - Logging trucks
KW  - Louisiana
KW  - Overlays (Pavements)
KW  - Overweight loads
KW  - Pavement damage
KW  - Pavement distress
KW  - Pavements
KW  - Permits
KW  - Service life
KW  - Strategic planning
KW  - Sugar
KW  - Tandem axle loads
KW  - Thickness
KW  - Timber
KW  - Trucking
UR  - http://www.ltrc.lsu.edu/pdf/2005/fr%5F398.pdf
UR  - http://www.ltrc.lsu.edu/pdf/2005/fr_398.pdf
UR  - https://trid.trb.org/view/757190
ER  - 

TY  - RPRT
AN  - 01001474
AU  - Sukley, Rubin
AU  - Klopp, Rodney J
AU  - Ramirez, Timothy L
AU  - Pennsylvania Department of Transportation
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Tyrsolv Crumb Rubber Asphalt Modifier
PY  - 2005/03//Final Report
SP  - 68p
AB  - This report covers the mix design, plant modifications, construction and performance of the Tyrsolv crumb rubber modifier (CRM) when used in Hot-Mix Asphalt (HMA) concrete pavements.  Tyrsolv CRM is a treated ground rubber made from waste tires.  The Pennsylvania Department of Transportation (PENNDOT) constructed three projects using Tyrsolv CRM.  The first project, constructed in 1995 and located in Engineering District 6-0, on SR 0041, Chester County, encountered problems during production due to a non-uniform handling of the product and the Tyrsolv CRM was not fully incorporated in the HMA mixture.  The second project was constructed in 1998 in Engineering District 9-0, on Interstate 70, Fulton County.  A third project was constructed in 1998 in Engineering District 5-0 on Interstate 81 NB, Schuylkill County.  Laboratory analysis determined that Tyrsolv CRM has the potential to enhance the base asphalt properties two PG grades on the high temperature side of the grading without adversely affecting the low temperature grading.  Although Tyrsolv CRM costs more, and did not outperform the control mixes, it did perform satisfactorily.  PENNDOT may consider the use of Tyrsolv CRM if an approach can be developed to make it cost competitive with standard HMA mixtures.
KW  - Asphalt concrete
KW  - Costs
KW  - Crumb rubber
KW  - Evaluation and assessment
KW  - Hot mix asphalt
KW  - Materials management
KW  - Pavement performance
KW  - Scrap tires
UR  - https://trid.trb.org/view/757224
ER  - 

TY  - RPRT
AN  - 01001424
AU  - Holguin-Veras, Jose
AU  - Ozbay, Kaan
AU  - de Cerreno, Allison L C
AU  - New Jersey Department of Transportation
AU  - University Transportation Research Center
AU  - Federal Highway Administration
TI  - Evaluation Study of Port Authority of New York and New Jersey's Time of Day Pricing Initiative
PY  - 2005/03//Final Report
SP  - 492p
AB  - On January 25, 2001 the Port Authority of New York and New Jersey (PANYNJ) approved a new pricing structure with tolls that varied according to time of day and payment technology.  It went into effect on March 25, 2001.  The PANYNJ saw the plan as a means for reducing congestion, increasing the use of transit and E-ZPASS, and facilitating commercial traffic control management.  The main objective of this project is to monitor the impacts of the time of day pricing initiative, both at the system wide level and at the user level.  The project had three main focus areas: Disaggregate Behavior Impacts, Aggregate Impacts on Traffic and Transit Use, and Public Reaction to the time of day pricing initiative. In the first area, focus group studies and surveys were conducted with both passenger car users and truck dispatchers to gain insights on the behavioral changes produced by the time of day pricing initiative.  In the second area, a comprehensive data set with traffic counts at the various PANYNJ toll facilities, classified by type of vehicle and hour of the day, were used to quantify the impact of time of day pricing on overall traffic patterns, E-ZPASS usage and time of day traffic changes.  The third group focused on the process followed, reactions and public opinions to, the implementation of the time of day pricing initiative.  The results indicate that 7.4% of passenger trips and 20.2% of truck trips (including those that increased shipping charges or switched to E-ZPASS) changed behavior because of time of day pricing.  The time of day pricing resulted in an increase on the percent share of peak shoulder traffic for both trucks and cars during weekdays, and short term pre-peak elasticities are higher than post-peak elasticities during both AM and PM periods on weekdays for almost all of crossings.
KW  - Behavior
KW  - Commercial vehicles
KW  - Dispatchers
KW  - Drivers
KW  - E-ZPass
KW  - Elasticity (Economics)
KW  - Evening
KW  - Focus groups
KW  - Highway traffic control
KW  - Morning
KW  - New Jersey
KW  - New York (New York)
KW  - Payment
KW  - Peak hour traffic
KW  - Periods of the day
KW  - Port Authority of New York and New Jersey
KW  - Pricing
KW  - Private passenger vehicles
KW  - Public opinion
KW  - Public transit
KW  - Ridership
KW  - Toll collection
KW  - Tolls
KW  - Traffic congestion
KW  - Traffic counts
KW  - Traffic patterns
KW  - Travel behavior
KW  - Trucking
KW  - Utilization
KW  - Weekdays
UR  - http://www.utrc2.org/research/assets/73/valuepricing1.pdf
UR  - http://ntl.bts.gov/lib/24000/24900/24905/PANYNJ_Final_Report.pdf
UR  - https://trid.trb.org/view/757211
ER  - 

TY  - RPRT
AN  - 01001272
AU  - Goering, Douglas J
AU  - University of Alaska, Fairbanks
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
TI  - Loftus Road Extension Project--Final Report. Part A: Parks/Chena Ridge Air Convection Embankment Experimental Feature Performance Report, Jan. 2001 to Dec. 2003. Part B: Loftus Road/Thompson Drive Final Instrumentation Report
PY  - 2005/03//Final Report
SP  - 92p
AB  - This report consists of two parts.  Part A summarizes data collected as part of the project entitled 'Air Convection Embankment Experimental Feature Design' which was funded by the Alaska Department of Transportation and Public Facilities.  The project involved the design and monitoring of an experimental Air Convection Embankment (ACE) which was included as an experimental feature in the Parks/Chena Ridge Interchange project [Federal Project No. I-0A4-5(7), State of Alaska Project No. 63538].  Data are included for January 2001 through December 2003.  See Goering (1997) for details regarding the design and construction of the ACE experimental feature, and Goering [1998, 1999, and 2001(a)] for data analysis which extends from November 1996 through December 2000.  Part B provides a review and summary of the final instrumentation of the Loftus Road/Thompson Drive test sections.  The original instrumentation plan, additions to that plan, and a review of the final installation are discussed.  Initial data collection efforts and data verification are described but no formal data analysis is included.  For a complete discussion of the original design report, including a summary of the recommended instrumentation plan, see Goering [2001(b)].
KW  - Air convection embankment
KW  - Alaska
KW  - Data collection
KW  - Design
KW  - Embankments
KW  - Experimental roads
KW  - Frigid regions
KW  - Instrumentation
KW  - Monitoring
KW  - Performance
KW  - Test sections
UR  - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_05_01.pdf
UR  - https://trid.trb.org/view/757002
ER  - 

TY  - RPRT
AN  - 01001271
AU  - Zornberg, Jorge G
AU  - Christopher, Barry R
AU  - Oosterbaan, Marvin D
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Tire Bales in Highway Applications: Feasibility and Properties Evaluation. Appendices
PY  - 2005/03//Final Report
SP  - 90p
AB  - There are growing interests in the utilization of recycled tire bales for civil engineering applications, triggered partly by the significant volumes of tires that could be disposed of in transportation projects.  However, evaluation of the tire bale properties and performance of tire bale embankments is, at least, limited.  This report summarizes the benefits and shortcomings of using tire bales in civil engineering projects, as well as information collected to date on their mechanical properties.  These appendices to the report include information on the following:  (A) Tire Bale Applications for Civil Engineering Projects; (B) Case Studies of Tire Bale Applications for Transportation Projects; (C) General Properties of Tires and Results of March 2000 Tire Bale Lab Tests; (D) 2004 Lab Test Data on Tire Bales (performed for this study); (E) Specifications for Tire Shreds and Tire Bale Applications; (F) References for Governmental Legislation and Scrap Tire Reuse Programs; (G) Fire Protection Issues and Guidelines for Scrap Tires; and (H) Colorado Department of Transportation Costs for Embankment Materials and Related Items.
KW  - Benefits
KW  - Case studies
KW  - Costs
KW  - Embankments
KW  - Feasibility analysis
KW  - Fills
KW  - Fire prevention
KW  - Laboratory tests
KW  - Legislation
KW  - Mechanical properties
KW  - Performance
KW  - Properties of materials
KW  - Recycled materials
KW  - Scrap tires
KW  - Specifications
KW  - Utilization
UR  - http://www.dot.state.co.us/publications/PDFFiles/Tirebalesappendices.pdf
UR  - http://ntl.bts.gov/lib/25000/25100/25104/tirebalesappendices.pdf
UR  - https://trid.trb.org/view/757009
ER  - 

TY  - RPRT
AN  - 01001269
AU  - Zornberg, Jorge G
AU  - Christopher, Barry R
AU  - Oosterbaan, Marvin D
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Tire Bales in Highway Applications: Feasibility and Properties Evaluation
PY  - 2005/03//Final Report
SP  - 114p
AB  - There are growing interests in the utilization of recycled tire bales for civil engineering applications, triggered partly by the significant volumes of tires that could be disposed of in transportation projects.  However, evaluation of tire bale properties and performance of tire bale embankments is, at least, limited.  This report summarizes the benefits and shortcomings of using tire bales in civil engineering projects, as well as information collected to date on their mechanical properties.  The report includes the results of eight laboratory tests on typical tire bales (most of which had never been performed prior to this study) to provide critical information on tire bale geometry, both air dry and submerged unit weights, permeability, unconfined and confined compressibility characteristics including horizontal deformations, rebound and potential expansion pressures, creep behavior, and external shear strength between two tire bales.  An economic analysis comparing the estimated cost of tire bales to conventional fills is presented, supported by information on Colorado Department of Transportation costs for earth embankments.  Finally, detailed recommendations for utilization and implementation of tire bales as a lightweight fill in embankments are presented.
KW  - Benefits
KW  - Costs
KW  - Economic analysis
KW  - Embankments
KW  - Feasibility analysis
KW  - Fills
KW  - Implementation
KW  - Laboratory tests
KW  - Mechanical properties
KW  - Performance
KW  - Properties of materials
KW  - Recommendations
KW  - Recycled materials
KW  - Scrap tires
KW  - Utilization
UR  - http://www.dot.state.co.us/publications/PDFFiles/Tirebales.pdf
UR  - http://ntl.bts.gov/lib/25000/25100/25104/index.html
UR  - http://ntl.bts.gov/lib/25000/25100/25104/tirebales.pdf
UR  - https://trid.trb.org/view/757006
ER  - 

TY  - RPRT
AN  - 01001256
AU  - Chavez, Eric
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Hot Bituminous Pavement Voids Acceptance: Review of QC/QA Data 2000 Through 2003
PY  - 2005/03//Final Report
SP  - 190p
AB  - This report analyzes the Quality Control/Quality Assurance (QC/QA) data for hot bituminous pavements using voids acceptance as the testing criteria awarded in the years 2000 through 2003.  Analysis of the overall performance of the projects is accomplished by reviewing the Calculated Pay Factor Composite (CPFC) and Incentive/Disincentive Payments (I/DPs).  Analysis of each of the test elements (asphalt content, voids in mineral aggregate, air voids, mat density, and joint density) is presented in tables, figures, and reports.  Various data groupings are used to evaluate the data including year, region, and grading.  The specification and the projects are performing reasonably well.  The results for the data show that it is remaining fairly constant.  No definite upward or downward trends can be seen in the data.  Over the four-year time period more projects have received incentive payments than disincentive payments.  The average pay over the four years is 1.00660.  The quality levels in the individual elements are at reasonable to high levels.  The voids in mineral aggregate and mat density elements show the best results being above 93% in specification.  The asphalt content and air voids elements are at approximately 90%.  The joint density specification which was added to the calculations for I/DP in December of 2002 was used on thirteen projects and is showing reasonable results.  The average pay factor for this element is just under 1.0 but is expected to rise as contractors gain experience in this area.
KW  - Acceptance tests
KW  - Air voids
KW  - Asphalt content
KW  - Bituminous pavements
KW  - Disincentives
KW  - Hot mix asphalt
KW  - Incentives
KW  - Joint density
KW  - Mat density
KW  - Pay factor
KW  - Payment
KW  - Quality assurance
KW  - Quality control
KW  - Voids in mineral aggregate
UR  - http://www.dot.state.co.us/Publications/PDFFiles/QCvoids.pdf
UR  - https://trid.trb.org/view/757064
ER  - 

TY  - RPRT
AN  - 01001248
AU  - Guerra, Tomas
AU  - Satoyoshi, Ken
AU  - OZ Engineering LLC
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - ITS Traffic Data Consolidation System
PY  - 2005/03//Final Report
SP  - 54p
AB  - The Arizona Department of Transportation (ADOT) maintains a variety of independent applications to monitor roadway conditions and activities across the state including traffic counts, weather data, signal timing, Variable Message Sign advisory messages, video signals, and statewide Highway Condition Reporting System (HCRS) events.  Each Intelligent Transportation System (ITS) field device has its own proprietary device driver application and output data stream format.  This report summarizes an ITS research program by ADOT to consolidate statewide user workstation access to a subset of the various ITS field devices via a "single-screen."  The implementation of this ability involved the development of software interfaces with device driver applications via the Internet and intranet.  This resulted in the centralization and improved availability and archiving of traffic data derived from the associated ITS field devices, as well as data from the Advanced Traveler Information System (ATIS) via the HCRS.  This outcome improved the real-time aspect of the operational management of the state highway system.  Ultimately, the driving public will be able to plan their travel with more consistent, reliable and timely information via the Internet, and access this real-time information en route via the 511 Interactive Voice Response (IVR) system.  A second project phase introduced a graphical interface to HCRS to automate location information and improve data entry accuracy for field operations staff.
KW  - 511 (National Travel Information Number)
KW  - Advanced traveler information systems
KW  - Arizona Department of Transportation
KW  - Data banks
KW  - Data consolidation
KW  - Data entry
KW  - Graphical user interfaces
KW  - Intelligent transportation systems
KW  - Interactive voice response system
KW  - Internet
KW  - Real time information
KW  - Road weather information systems
KW  - Software
KW  - Traffic data
KW  - User interfaces (Computer science)
KW  - Variable message signs
UR  - http://ntl.bts.gov/lib/24000/24900/24968/AZ512.pdf
UR  - https://trid.trb.org/view/756888
ER  - 

TY  - JOUR
AN  - 01001104
JO  - Public Roads
PB  - Federal Highway Administration
AU  - McCarthy, James P
TI  - Traffic Analysis Toolbox
PY  - 2005/03
VL  - 68
IS  - 5
SP  - pp 52-56
AB  - This article describes guidelines released by the Federal Highway Administration (FHWA) that are designed to help analysts improve modeling to reduce traffic congestion and to improve safety.  With the first three volumes already available online, and the remaining volumes due in early 2005, FHWA is providing the leadership and training to help traffic managers use these tools and concepts to improve the Nation’s highway system.  The author describes the development of the guidelines, the team that was assembled to create the guidelines, and the details of each of the first three volumes already released.  Volume I is a primer that provides a user-friendly, high-level overview of the types of analysis tools that transportation practitioners can use to model traffic flow.  Volume II builds on the principles and advice in the primer, providing users with a process for selecting the most effective traffic analysis tool for planning design and operational improvements.  Volume III, Guidelines for Applying Traffic Microsimulation Modeling Software, provides a recommended process for using traffic simulation software in transportation analyses. Volume IV, CORSIM Application Guidelines, and Volume V, Traffic Analysis Tools Case Studies and Best Practices, are due out in 2005.  The article also describes one case in which a state (Minnesota) has used the guidelines to improve their own customized product simulation.
KW  - Analysis
KW  - Case studies
KW  - CORSIM (Traffic simulation model)
KW  - Education and training
KW  - Instructional materials
KW  - Minnesota
KW  - Software
KW  - Traffic congestion
KW  - Traffic engineering
KW  - Traffic estimation
KW  - Traffic flow
KW  - Traffic models
KW  - Traffic simulation
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/05mar/08.cfm
UR  - https://trid.trb.org/view/756951
ER  - 

TY  - JOUR
AN  - 01001100
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Darden, Christy
AU  - Scott, Thomas J
TI  - Strengthening From Within
PY  - 2005/03
VL  - 68
IS  - 5
SP  - pp 46-51
AB  - This article describes the demands of accommodating heavy traffic and ensuring the preservation of the oldest bridge in the Nation’s capital, as the Wisconsin Avenue Bridge over the Chesapeake and Ohio Canal National Historic Park was strengthened.  The National Park Service (NPS) owns the bridge and the District Department of Transportation (DDOT) is responsible for the maintenance and control of the road, so collaboration was an essential part of the project.  The authors describe the use of an innovative reinforcing system that was embedded entirely within the structure.  The project used the Archtec process in which stainless steel reinforcing rods are fitted into slightly permeable fabric socks that are then filled with cementitious grout under pressure.  This system enabled the stone arch bridge to be strengthened without visibly altering the appearance of the historic structure.  The authors also comment on the traffic planning, positive interagency cooperation, and public coordination and communication.
KW  - Arch bridges
KW  - Bridge engineering
KW  - Bridge foundations
KW  - Cement grouts
KW  - Chesapeake and Ohio Canal National Historic Park
KW  - District Department of Transportation
KW  - Historic bridges
KW  - Historic preservation
KW  - Masonry bridges
KW  - National Park Service
KW  - Rehabilitation (Maintenance)
KW  - Reinforcing steel
KW  - Washington (District of Columbia)
UR  - http://www.fhwa.dot.gov/publications/publicroads/05mar/07.cfm
UR  - https://trid.trb.org/view/756947
ER  - 

TY  - JOUR
AN  - 01001110
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Mangus, Alfred R
TI  - A Fresh Look at Orthotropic Technology
PY  - 2005/03
VL  - 68
IS  - 5
SP  - pp 38-45
AB  - An orthotropic bridge deck is a collage of steel plates welded together with a flat, solid steel deck stiffened by a grid of deck ribs welded to framing members like floor beams and girders.  By integrated the structural system and the driving surface, orthotropic deck bridges are more lightweight and efficient on long-span structures.  This article describes orthotropic deck bridges and makes a case for the renewed use of them in the United States.  Additional benefits noted include their seismic performance, maneuverability (as in movable bridges), and versatility for construction in cold weather.  The author discusses earlier setbacks, deck deflection, wearing surfaces, standardization and industry cooperation, fabrication and construction, and durability.  Case studies of orthotropic bridge decks in use in Alaska, Louisiana, and California are presented.  The article concludes with a section discussing the need for college-level and professional education on orthotropic design and engineering, in order to incorporate these systems in American transportation engineering.
KW  - Alaska
KW  - Bridge decks
KW  - Bridge engineering
KW  - California
KW  - Cold weather construction
KW  - Continuing education
KW  - Deflection
KW  - Fabrication
KW  - Long span bridges
KW  - Louisiana
KW  - Orthotropic
KW  - Standardization
KW  - Steel structures
UR  - http://www.fhwa.dot.gov/publications/publicroads/05mar/06.cfm
UR  - https://trid.trb.org/view/756944
ER  - 

TY  - JOUR
AN  - 01001082
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Parker, Truphelia M
TI  - Recognizing Excellence in Transportation Planning
PY  - 2005/03
VL  - 68
IS  - 5
SP  - pp 30-37
AB  - This article describes a new biennial awards program that recognizes outstanding transportation planning initiatives.  Created in a partnership of the Federal Highway Administration (FHWA), the Federal Transit Administration (FTA), and the American Planning Association (APA), the Transportation Planning Excellence Awards Program honors individuals, partnerships, communities, metropolitan planning organizations, and state and local agencies for developing and implementing innovative transportation planning programs.  The author describes eleven projects that won 2004 Excellence Awards:  The Low Income Flexible Transportation (LIFT) Program in the San Francisco Bay Area; Houston's (Texas) Main Street Coalition; city planning for a light-rail system in Phoenix, Arizona; the Livable Centers Initiative (LCI) in Atlanta, Georgia; the Sacramento (California) Region Blueprint, a plan to support the anticipated doubling of the population in that area; the Metropolitan Transportation Commission (MTC, San Francisco, California) for its regional transportation plan; Lincoln City, a group of villages along an 8-mile stretch of Oregon coast, for the transformation from a state highway into a small-town Main Street in Taft, Oregon; the focus on safety in planning for southeast Michigan; pedestrian safety programs in Poughkeepsie, NY; the community-based design project for the Los Angeles (California) light rail transit; and improved consideration of transportation safety in regional planning and programming in Kansas City (Kansas).  The author concludes that, as illustrated by the work of the 2004 award winners, planners and decisionmakers are increasingly called upon to make important transportation decisions in environmentally sensitive ways, using comprehensive planning processes that include the public and that consider land use, development, intermodalism, safety, and security.
KW  - Atlanta (Georgia)
KW  - City planning
KW  - Houston (Texas)
KW  - Kansas City (Kansas)
KW  - Land use
KW  - Light rail transit
KW  - Local government agencies
KW  - Los Angeles (California)
KW  - Michigan
KW  - Multimodal transportation
KW  - Oregon
KW  - Pedestrian safety
KW  - Phoenix (Arizona)
KW  - Poughkeepsie (New York)
KW  - Sacramento (California)
KW  - San Francisco (California)
KW  - San Francisco Bay
KW  - State departments of transportation
KW  - State government agencies
KW  - Transportation management associations
KW  - Transportation planning
KW  - Transportation policy
KW  - Urban growth
UR  - http://www.fhwa.dot.gov/publications/publicroads/05mar/05.cfm
UR  - https://trid.trb.org/view/756931
ER  - 

TY  - JOUR
AN  - 01001116
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Barnhardt, Blair
TI  - One Way to a Better Road
PY  - 2005/03
VL  - 68
IS  - 5
SP  - pp 25-29
AB  - This article reports on the work of Construction Supervisor John Indrunas and the city of Roswell, Georgia (in metropolitan Atlanta) when they tested the use of foamed asphalt base stabilization for the reclamation of four highly traveled roads (a total of approximately 10 miles) in and around Roswell.  In this method, specially designed equipment takes up and pulverizes the old base.  Once crushed, the mixture of reclaimed asphalt pavement (RAP) and aggregate is laid down again, and the road graded to near final condition to ensure the correct amount of material is prepared.  The pulverizer makes a final pass, picks up the aggregate/RAP mixture, and this time binds it with foamed asphalt.  The author describes the technology of foamed (expanded) asphalt as a binder, the equipment used, how Indrunas learned about this technology and convinced the city to use it, the cost savings realized, and the continuing lessons learned from each of the subsequent projects completed.  The author also describes how a third-party contractor served as quality assurance on the Roswell projects.  This contractor determined that the Roswell projects were reaching a target density between 95 and 98 percent.  This density resulted not only from the binding of foamed asphalt to the fine particulates, but also from the use of a 27 metric ton (30-ton) rubber tire roller, one of the heaviest available to the highway construction industry today.  By using these new techniques, Roswell reclaimed the four roads in a total of 45 construction days at a cost of just under $1.4 million.  This compares to an estimated traditional construction cost of 345 construction days and $6.5 million.
KW  - Asphalt pavements
KW  - Atlanta (Georgia)
KW  - Binders
KW  - Foamed asphalt
KW  - Pavement components
KW  - Recycled materials
KW  - Road construction
KW  - Road rollers
KW  - Roswell (Georgia)
UR  - http://www.fhwa.dot.gov/publications/publicroads/05mar/04.cfm
UR  - https://trid.trb.org/view/756930
ER  - 

TY  - JOUR
AN  - 01001087
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Baxter, John
TI  - The Many Faces of Safety
PY  - 2005/03
VL  - 68
IS  - 5
SP  - pp 14-24
AB  - To be effective in achieving any safety goal, leadership in the state departments of transportation (DOTs), and the state division offices of the Federal Highway Administration (FHWA), along with other agencies at the Federal, state, and local levels, must take personal ownership and responsibility for safety improvements.  This article reviews the role of leadership in safety programs and offers specific examples of safety leadership in Florida, Georgia, Iowa, Missouri, New Jersey, and South Carolina.  Sidebars describe the specific activities in each of these states.  With leaders in these states pressing for safety innovations and comprehensive highway safety plans in their states, their work is beginning to show results.  Some of the specific projects discussed include: a leadership training program (South Carolina Strategic Training for Transportation Area Representatives or STTAR), the extensive use of cable guardrails (Florida), the use of open graded friction course pavement surfaces and lengthening acceleration and deceleration lane restrictions for trucks (South Carolina), the creation of safety impact teams (New Jersey), a motorist call-in program to report aggressive driving (New Jersey), changing four-lane undivided highways to one lane in each direction with a center two-way left-turn lane (Iowa), and continuing education in safety engineering (Iowa).  The author emphasizes that the safety efforts in these six states are data-driven and results oriented.  Execution of a safety program includes not only developing strategic plans and measurable goals, but also monitoring progress, holding individuals responsible for obtaining results, and rewarding real accomplishments.
KW  - Florida
KW  - Georgia
KW  - Guardrails
KW  - Highway safety
KW  - Iowa
KW  - Lane lines
KW  - Leadership
KW  - Local government agencies
KW  - Missouri
KW  - New Jersey
KW  - Road rage
KW  - Rural travel
KW  - Safety campaigns
KW  - Safety management
KW  - Safety programs
KW  - South Carolina
KW  - State departments of transportation
KW  - Traffic signs
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/05mar/03.cfm
UR  - https://trid.trb.org/view/756929
ER  - 

TY  - JOUR
AN  - 01001115
JO  - Public Roads
PB  - Federal Highway Administration
TI  - Financing Idle-Reduction Projects
PY  - 2005/03
VL  - 68
IS  - 5
SP  - pp 8-13
AB  - To maintain a comfortable temperature in the cab and to power small electrical devices such as televisions, microwaves, and refrigerators, truckers at rest often keep their engines running, or idling.  Idling, however, releases harmful air emissions and wastes a significant amount of fuel, creating a financial burden for the trucking industry.  This article explores some new technologies that offer cost-effective strategies to limit air emissions at truckstops.  The author first reviews the factors that drive the recent focus on finding alternatives to idling.  These factors include the potential for significant energy savings, the ability to reduce criteria air pollutants, and to reduce noise, engine maintenance costs, and adverse effects on driver health and safety.  The author then reviews some of the solutions being tried, including engine control modules, automatic shutdown/turn-on system, direct-fired heaters, auxiliary power units/generator sets, battery-powered heating and A/C, and electrified parking spaces.  A final section addresses funding for idle-reduction projects.
KW  - Behavior modification
KW  - Comfort
KW  - Cost effectiveness
KW  - Emission control systems
KW  - Engine idling
KW  - Environmental protection
KW  - Fuel consumption
KW  - Idle reduction
KW  - Truck drivers
KW  - Truck facilities
KW  - Trucking
UR  - http://www.fhwa.dot.gov/publications/publicroads/05mar/02.cfm
UR  - https://trid.trb.org/view/756928
ER  - 

TY  - JOUR
AN  - 01001080
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Ostensen, A George
TI  - New Focus for Highway Safety
PY  - 2005/03
VL  - 68
IS  - 5
SP  - pp 2-7
AB  - This article describes the Federal Highway Administration's (FHWA) new performance-based, results-oriented approach to safety.  The FHWA will focus attention and resources on those areas where the data indicate the problem is the greatest.  The U.S. Department of Transportation (USDOT) has established safety as its top priority and has set an aggressive goal to reduce the national highway fatality rate from 1.5 deaths per 100 million vehicle miles traveled to 1.0 by 2008.  The FHWA Office of Safety's new approach is designed to help the Nation meet that goal and essentially redefines FHWA's safety program.  The new approach includes applying lessons learned from states and localities that are already improving safety.  The author outlines some of these programs and explains the additional safety funding and resources being given to the 16 states with the greatest opportunity to contribute to reducing the national highway fatality toll.  The author also discusses potential measures being taken include shoulder and centerline rumble strips; rumble stripes, which are rumble strips that are painted for better nighttime and wet weather visibility; the safety edge, a device that provides a sloped edge on new pavements; pavement shoulders; improved signing and markings; and speed management.  Another important focus is local safety, particularly in rural areas.  The author concludes that FHWA's new safety focus is a significant change in the way the agency addresses safety issues and deploys resources.  The safety focus will be a multiyear effort that gains momentum as early successes in reducing roadway crashes, injuries, and fatalities in individual states encourage highway agencies across the country to adapt how they approach safety and leverage their resources.  Readers are referred to the FHWA safety website (http://safety.fhwa.dot.gov) for more information.
KW  - Crash characteristics
KW  - Fatalities
KW  - Highway safety
KW  - Local government agencies
KW  - Road shoulders
KW  - Rumble strips
KW  - Rural travel
KW  - Safety campaigns
KW  - Safety programs
KW  - State departments of transportation
KW  - Traffic signs
KW  - U.S. Department of Transportation
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/05mar/01.cfm
UR  - https://trid.trb.org/view/756927
ER  - 

TY  - RPRT
AN  - 01000050
AU  - Salem, Rohi M
AU  - Burdette, Edwin G
AU  - University of Tennessee, Knoxville
AU  - Tennessee Department of Transportation
AU  - Federal Highway Administration
TI  - Development of High Performance Concrete Mixture for Tennessee Bridge Decks
PY  - 2005/03//Final Report
SP  - 70p
AB  - Work in 2003 identified a selected high performance concrete mix based on durability considerations, particularly shrinkage and chloride ion permeability.  The work reported in this final report focused on the verification of the effectiveness of the selected mix.  Tests performed included strength tests, shrinkage tests, freeze-thaw tests, and measures of chloride ion permeability.  Results of the tests showed that the selected mix was superior to the currently used Class D mix in all measures of durability.  A specification for the utilization of the preferred mix was prepared.
KW  - Bridge decks
KW  - Chlorides
KW  - Compressive strength
KW  - Durability
KW  - Freeze thaw tests
KW  - High performance concrete
KW  - Mix design
KW  - Permeability
KW  - Shrinkage
KW  - Specifications
KW  - Tennessee
UR  - http://www.tdot.state.tn.us/longrange/reports/Res-1236.pdf
UR  - https://trid.trb.org/view/751104
ER  - 

TY  - RPRT
AN  - 01001257
AU  - Hopkins, Tommy C
AU  - Beckham, Tony L
AU  - Sun, Liecheng
AU  - Pfalzer, Bill
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Kentucky Geotechnical Database
PY  - 2005/03//Final Report
SP  - 263p
AB  - Development of a comprehensive, dynamic, geotechnical database is described.  Computer software selected to program the client/server application in Windows' environment, components and structure of the geotechnical database, and primary factors considered in constructing the database are discussed.  Oracle (registered trademark) 8i, PowerBuilder (registered trademark) 8, and Map Object (registered trademark) software were used to construct the database, build graphical user interfaces, and embed roadway maps, respectively.  Any number of users may use the database simultaneously.  Twelve highway district offices and several central offices of the Kentucky Transportation Cabinet are connected to the database.  Data may be entered and retrieved dynamically in the client/server structure.  This report is the fourth of four, recently completed, research studies.  It summarizes all studies and describes the integration of major components of the database.  Components include rock slope, landslide, and soil and rock engineering data.  The first two studies, conducted in the mid 1990s, focused on potential rock slope hazards and the development of a rock slope management system.  The third research study and report, which was published in 2003, focused on landslides.  The focus of the fourth, and current, study is on soil and rock engineering data generated during geotechnical investigations and testing.  This report deals more with developing specific database features, simplifying data entry schemes, and expanding retrieval capabilities and flexibilities.  A large amount of additional soil and rock geotechnical engineering data was entered during the current study.  Information in this report is presented in three parts:  rock slopes, landslides, and soil and rock engineering data, which reflects the historical accumulation of these components under separate studies.  Several schemes for retrieving data and generating reports are described.  Secondary components of the database include statistical analyzers and engineering applications for performing "on-line" analysis of data, developing correlations between different soil parameters, and performing engineering analysis and designs.  Procedures for entering historical soil and rock engineering data have been developed and programmed.  Issues concerning database security, engineering units, and storing and displaying maps, graphics, and photographs are discussed.  The database contains procedures for dynamically overlaying the locations of landslides, rock slopes, and borings onto embedded roadway and digitized geological maps.  Strategies and illustrations of graphical user interfaces for data entry and retrieval are described.
KW  - Correlation analysis
KW  - Data analysis
KW  - Data entry
KW  - Databases
KW  - Geotechnical engineering
KW  - Graphical user interfaces
KW  - Hazards
KW  - History
KW  - Information retrieval
KW  - Kentucky
KW  - Landslides
KW  - Maps
KW  - Rock slopes
KW  - Rocks
KW  - Software
KW  - Soils
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_05_03_SPR_227_01_1F.pdf
UR  - https://trid.trb.org/view/756837
ER  - 

TY  - RPRT
AN  - 01001274
AU  - Beckham, Tony L
AU  - Hopkins, Tommy C
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Swelling Pavement: KY 499 Estill County
PY  - 2005/03//Interim Report
SP  - 14p
AB  - A field and laboratory investigation was performed to determine why excessive swelling was occurring on a pavement section of KY Route 499 that was about four years old.  Swelling occurred on a section of roadway that had been constructed with a hydrated lime-stabilized subgrade.  As shown by laboratory swell tests, swelling of the pavement was due to the absorption of water and expansion of the compacted clay shale subgrade.  Results of laboratory swell tests showed that the hydrated lime stabilization of the shale actually reduced swelling.  Chemical reactions between calcium, present in the hydrated lime, and sulfates, which were present in small amounts did not contribute to swell.
KW  - Calcium hydroxide
KW  - Clay
KW  - Field studies
KW  - Laboratory tests
KW  - Shale
KW  - Soil stabilization
KW  - Subgrade (Pavements)
KW  - Swelling soils
KW  - Water absorption
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_05_01_SPR270_03_1I.pdf
UR  - https://trid.trb.org/view/756836
ER  - 

TY  - RPRT
AN  - 01000938
AU  - Wiles, Poonam B
AU  - Cooner, Scott A
AU  - Rathod, Yatin
AU  - Wallace, Diana G
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Advance Warning of Stopped Traffic on Freeways: Field Studies of Congestion Warning Signs
PY  - 2005/03
SP  - 64p
AB  - Stopped traffic on freeways poses safety and operational concerns to drivers, transportation agencies, construction and maintenance contractors, and enforcement and emergency service personnel.  Safety issues relate to driver ability to make gradual transitions from freeway speeds to stopped conditions without erratic maneuvers or crashes.  Operational concerns relate to the reliability and predictability of the freeway network.  The primary type of multi-vehicle crash on a freeway facility is the rear-end collision, comprising over 50% of freeway crashes by some research findings, caused generally due to normal speed traffic encountering stopped traffic on the main lanes or ramps.  Drivers frequently have minimal or no warning about downstream queuing, and information given on static signs is difficult to keep current with rapidly fluctuating queues in congested areas.  Stopped traffic on the freeway may be due to a multitude of causes.  This research project evaluated issues relating to stopped or very slow traffic due to three major causes:  recurrent traffic congestion due to over-capacity conditions during peak periods, congestion due to construction and maintenance work zones, and congestion due to incidents such as crashes.  In the first phase of this project, the research team conducted a literature review to determine current practices for advance warning for stopped traffic, observed field locations with traffic stopped due to various conditions, and determined advance warning techniques applicable to Texas.  Report 4413-1 presents this information.  In the second phase of this project, researchers tested two advance warning techniques using static warning signs on Dallas area freeways.  The research team synthesized the field test results and developed recommendations for further research and ways to improve the signing.  This information is presented in this report.  Many factors remain to be addressed in future research; however, observations conducted in this project can provide guidance to those testing and implementing operating systems for advance warning of slow/stopped traffic on freeways.
KW  - Advance warning
KW  - Dallas (Texas)
KW  - Field studies
KW  - Freeways
KW  - Future
KW  - Multiple vehicle crashes
KW  - Peak hour traffic
KW  - Rear end crashes
KW  - Recommendations
KW  - Research
KW  - Stopped traffic
KW  - Traffic congestion
KW  - Traffic crashes
KW  - Traffic incidents
KW  - Traffic queuing
KW  - Warning signs
KW  - Work zones
UR  - https://trid.trb.org/view/756702
ER  - 

TY  - RPRT
AN  - 01000288
AU  - Hieber, David G
AU  - Wacker, Jonathan M
AU  - Eberhard, Marc O
AU  - Stanton, John F
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - State-of-the-Art Report on Precast Concrete Systems for Rapid Construction of Bridges
PY  - 2005/03//Final Technical Report
SP  - 112p
AB  - More extensive use of precast concrete components, which are fabricated off-site and then connected on-site, could allow bridges to be constructed more rapidly.  The increased use of precast components in bridges also promises to increase work-zone safety and reduce environmental impacts for bridges that span waterways.  This report discusses precast concrete systems that have been used for rapid bridge construction outside of Washington State and evaluates whether they are suitable for use within Western Washington.  The report also identifies key features that are important for successful precast concrete system applications.  Information on previously used systems was gathered through an extensive review of published literature.  Washington State Department of Transportation design and construction engineers, precast concrete producers, and bridge contractors were also consulted to obtain their input on the positive and negative aspects of applied systems.  Most applications have been used in areas of low seismic potential.  By contrast, Western Washington is subject to strong earthquakes.  Because precast systems contain connections, and connections are typically vulnerable to seismic loading, a qualitative evaluation of the expected seismic performance of each system was deemed necessary.  The researchers identified four types of precast concrete superstructure systems:  full-depth precast concrete panels, partial-depth precast concrete panels, prestressed concrete multibeam superstructures, and preconstructed composite units.  The four systems appear to have acceptable seismic behavior, but there are concerns associated with constructability and durability.  Precast concrete substructure systems have received much less attention than have superstructure systems.  The use of precast substructure components can provide significant time savings by eliminating the time needed to erect formwork, tie steel, and cure concrete in the substructure.  The success of the system depends strongly on the connections, which must have good seismic resistance, have tolerances that allow easy assembly, and be suitable for rapid construction.
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Bridges
KW  - Earthquake resistant design
KW  - Environmental impacts
KW  - Literature reviews
KW  - Multibeam superstructures
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Rapid construction
KW  - State of the art reports
KW  - Structural connection
KW  - Washington (State)
KW  - Work zone safety
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/594.1.pdf
UR  - https://trid.trb.org/view/751265
ER  - 

TY  - RPRT
AN  - 00989282
AU  - Lukanen, E O
AU  - Stubstad, R N
AU  - Clevenson, M I
AU  - Consulpav International
AU  - Federal Highway Administration
TI  - STUDY OF LTPP PAVEMENT TEMPERATURES
PY  - 2005/03
SP  - 33 p.
AB  - This study focuses on the quality of the pavement temperature data in the Long-Term Pavement Performance (LTPP) program. Reliable pavement temperature data are necessary in the research planned for the LTPP program.  Pavement surface temperature measurements and in-depth pavement temperature measurements have been recorded since the beginning of the LTPP program.  Until this study, these data have been subject to only broad checks established for individual fields; no additional quality checks were made.  The LTPP database is now undergoing various quality investigations focusing on comparisons of the data from two independent sources--infrared surface temperature measurements that were recorded automatically and in-depth temperature measurements that were made manually.  The comparative processes identified various data errors and errors in associated data elements such as the time measurement.  Examples of such errors include data entry errors such as transposition of numbers and errors in the tens-place entries.  Missing data, malfunctioning infrared sensors, and time-recording errors such as errors with time zone changes or daylight savings time changes were identified.  All identified pavement temperature errors were submitted for further evaluation, which could lead to either corrections or removal of erroneous data from the LTPP database.
KW  - Data entry
KW  - Data quality
KW  - Errors
KW  - Infrared detectors
KW  - Long-Term Pavement Performance Program
KW  - Missing data
KW  - Pavements
KW  - Temperature
KW  - Temperature measurement
KW  - Time
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/02071/
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/02071/02071.pdf
UR  - https://trid.trb.org/view/755058
ER  - 

TY  - RPRT
AN  - 00989267
AU  - Schurr, K S
AU  - Abos-Sanchez, J
AU  - University of Nebraska, Omaha
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - EFFECTS OF CENTRAL ISLAND LANDSCAPE TREATMENTS AT SINGLE-LANE ROUNDABOUTS
PY  - 2005/03
SP  - 52 p.
AB  - Two schools of thought exist about the appropriate landscape treatment which should be used within the center island of roundabouts.  Some believe that the central island not only provides an opportunity to create an attractive landscape but also allows the opportunity to block the drivers' view of vehicles along the portion of the roundabout opposing the entering approach.  The entering drivers' attention should then be focused on 1) approaching vehicles from the left already in the roundabout's circular traffic stream, 2) making an entering right turn upon accepting a suitable gap, and 3) maintaining a low speed once within the circulatory roadway.  Others suggest that the more visible all surrounding elements of the roundabout, the better able the driver should be to negotiate its configuration, exit at the appropriate location, and view surrounding pedestrians and bicyclists in the process.  The results obtained in a simple before-and-after central island landscaping study conducted at the first arterial roundabout constructed in the state of Nebraska indicated that a landscape treatment with significant vertical dimension (three 7-ft high by 5-ft diameter Black Hill spruce trees) and partial cross-view blockage had a positive impact on operations.  A statistically significant speed reduction resulted in approach vehicles from as far as 150 ft from the pedestrian crossings.  Slower vehicular speeds would inherently reduce severity of pedestrian, bicycle, and vehicular accidents (if they occurred), increasing safety.  The standard deviation from the mean vehicle speeds of nearly all approaches were reduced in the after period (with trees) compared to the before period (grass only) which indicated that vehicle speeds were not only slower but more uniform.  Data compared from the before and after conditions also proved that drivers entering the circulatory roadway accepted shorter gaps due to slower circulatory traffic which increased the effective capacity of the roundabout since more vehicles could occupy the circulatory roadway at once.  The results of this study indicated that at least partial cross-view sight blockage had both positive operational and safety effects.
KW  - Before and after studies
KW  - Bicycles
KW  - Crosswalks
KW  - Gap acceptance
KW  - Highway capacity
KW  - Highway safety
KW  - Landscape design
KW  - Nebraska
KW  - Pedestrian safety
KW  - Roundabouts
KW  - Sight distance
KW  - Single lane traffic
KW  - Speed
KW  - Trees
UR  - http://nlc1.nlc.state.ne.us/epubs/R6000/B016.0103-2005.pdf
UR  - https://trid.trb.org/view/755043
ER  - 

TY  - RPRT
AN  - 00989266
AU  - Hajek, J J
AU  - Selezneva, O J
AU  - Mladenovic, G
AU  - Jiang, Y J
AU  - ERES Consultants, Incorporated
AU  - Federal Highway Administration
TI  - ESTIMATING CUMULATIVE TRAFFIC LOADS, VOLUME II: TRAFFIC DATA ASSESSMENT AND AXLE LOAD PROJECTION FOR THE SITES WITH ACCEPTABLE AXLE WEIGHT DATA, FINAL REPORT FOR PHASE 2
PY  - 2005/03
SP  - 133 p.
AB  - In 1998, the Federal Highway Administration sponsored a study to estimate traffic loads on Long-Term Pavement Performance (LTPP) sites.  This report contains findings of the second phase of the study.  Phase 1 encompassed the development of the estimation methodology, including numerical examples, and was documented in report FHWA-RD-00-054 issued in July 2000.  Phase 2, described in this report, included the assessment of the overall quality of traffic data for all 890 LTPP traffic sites, and the projection of axle loads for all LTPP sites with adequate traffic data.  Phase 2 also included the distribution of comprehensive traffic data reports to all participating agencies and the incorporation of comments regarding traffic projections received from the agencies.  Axle load projections were developed for all in-service years up to 1998 for 558 LTPP traffic sites that had adequate traffic monitoring data in the Information Management System (IMS) database.  The axle load projections were expressed as annual axle load spectra for single, tandem, and triple axles, and were placed into IMS computed parameter tables.  The projection results for all LTPP sites are summarized in Appendix A.  To overcome the difficulty of estimating traffic loads for the remaining 332 LTPP sites, it was proposed to develop the LTPP Pavement Loading Guide (PLG). The report contains a description of the purpose, design parameters, and functionality of the PLG, a blueprint for the development of the PLG, and two examples of using the PLG to obtain traffic load projections for LTPP sites without site-specific truck class and/or axle load data.  The recommended traffic analysis activities include the development of the LTPP PLG, completing traffic load projections for all LTPP sites, and the development of a comprehensive action plan for better utilization of the existing traffic data.  The recommended components of the action plan include a comprehensive quality assurance process, use of monthly traffic data for estimating traffic loads, and regional traffic modeling utilizing both LTPP traffic data and other traffic data.
KW  - Axle loads
KW  - Data quality
KW  - Estimating
KW  - Forecasting
KW  - Long-Term Pavement Performance Program
KW  - Quality assurance
KW  - Traffic data
KW  - Traffic loads
KW  - Traffic models
UR  - http://www.fhwa.dot.gov/pavement/ltpp/03094/
UR  - https://trid.trb.org/view/755042
ER  - 

TY  - RPRT
AN  - 00989221
AU  - Lynde, M
AU  - Brooks, E
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - EVALUATION OF LATEX POLYMERS TO RESIST STRIPPING IN ASPHALT PAVEMENTS IN OREGON
PY  - 2005/03
SP  - 25 p.
AB  - This study assessed the effectiveness of latex polymer anti-stripping treatment by inspecting and evaluating the condition of pavements constructed in Oregon from 1997-2001. Ten hot mix asphalt concrete paving projects were identified throughout the state.  Five of the projects used hydrated lime as an anti-stripping additive, and five used latex polymer (UP-5000) as an anti-stripping additive.  Each paving project that used UP-5000 as an anti-stripping additive was compared to a paving project that used hydrated lime as an additive.  Both sites being compared shared similar aggregate sources. Condition surveys were conducted on all of the sites, and in-service cores were taken from each project.  The cores were tested using the AASHTO T 283 test method to determine the Tensile Strength Ratio (TSR).  The TSR and condition ratings were used to assess the effectiveness of the UP-5000 compared to hydrated lime.  Based on the condition surveys, and the TSR testing, the UP-5000 was shown to be comparable to hydrated lime in preventing moisture induced distress in hot mix asphalt pavements in Oregon.
KW  - Antistrip additives
KW  - Asphalt pavements
KW  - Calcium hydroxide
KW  - Condition surveys
KW  - Cores (Specimens)
KW  - Hot mix asphalt
KW  - Latex
KW  - Oregon
KW  - Polymers
KW  - Tensile strength
UR  - http://oregon.gov/ODOT/TD/TP_RES/docs/Reports/EvalOfLatexPolymer.pdf
UR  - https://trid.trb.org/view/754998
ER  - 

TY  - RPRT
AN  - 00989193
AU  - Al-Yagout, M A
AU  - Mahoney, J P
AU  - Pierce, L M
AU  - Hallenbeck, M E
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - IMPROVING TRAFFIC CHARACTERIZATION TO ENHANCE PAVEMENT DESIGN AND PERFORMANCE: LOAD SPECTRA DEVELOPMENT
PY  - 2005/03
SP  - v.p.
AB  - This research addresses the understanding of, and need for, load spectra in future pavement design procedures and as a stepping stone toward more complete pavement design.  The primary objective of this project was to develop truck axle load spectra for Washington State.  To do this, axle load data collected at weigh-in-motion (WIM) stations throughout Washington State were used.  The developed load spectra encompass the principal truck axles on the roadway network:  single, tandem, and tridem. Achieving this objective allows the Washington State Department of Transportation, or any state highway agency with analogous traffic patterns, to accommodate the requirements of the 2002 Design Guide, developed through National Cooperative Highway Research Program (NCHRP) Project 1-37A.  A secondary objective of this project was to determine whether Equivalent Single Axle Loads (ESALs) obtained from the developed load spectra are significantly different from historical values.  Because the developed load spectra are transformable to ESALs, state highway agencies that decide not to use the new guide can still choose to employ the ESALs produced with the load spectra.  The project concluded that the developed load spectra are reasonable.  For single axles they are comparable to the 2002 Design Guide and MnROAD defaults.  For tandem and tridem axles they are slightly more conservative than defaults of the 2002 Design Guide and MnROAD, but they are still within reason.  In addition, the ESALs per vehicle class associated with the developed load spectra are comparable to Washington State historical ESALs for vehicle classes 9, 10, and 13.  The use of the newly developed ESALs per vehicle will generally increase design ESALs, but that increase will be due to inclusion of the less predominant vehicle classes (4, 6, 7, 8, and 11).
KW  - Axle loads
KW  - Equivalent single axle loads
KW  - Load spectra
KW  - Pavement design
KW  - Pavement performance
KW  - Trucks
KW  - Weigh in motion
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/600.1.pdf
UR  - https://trid.trb.org/view/755174
ER  - 

TY  - RPRT
AN  - 00989192
AU  - Kristof, T
AU  - Lowry, M
AU  - Rutherford, G S
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - ASSESSING THE BENEFITS OF TRAVELER AND TRANSPORTATION INFORMATION SYSTEMS
PY  - 2005/03
SP  - 69 p.
AB  - The goal of advanced traveler information systems (ATIS) is to provide travelers with information that will facilitate their decisions concerning route choice, departure time, trip delay or elimination, and mode of transportation.  The benefits of ATIS projects can be evaluated through field studies, simulation software, and surveys.  An evaluation method called the ITS Deployment Analysis System (IDAS) is suggested for use by the Washington State Department of Transportation (WSDOT).  IDAS is a sketch planning tool intended for screening and prioritizing all intelligent transportation systems (ITS) projects (not just ATIS projects).  The software evaluates a number of benefits. These are determined by changes attributable to the deployment of ITS in vehicle miles traveled (VMT), vehicle hours traveled (VHT), volume-capacity (v/c) ratios, and vehicle speeds throughout a given network.  The IDAS evaluation depends on a number of assumptions that affect the calculations of costs and benefits.  The IDAS developers recommend that these assumptions be inspected by local agencies and adjusted to better represent local conditions.  The assumptions about the impacts on VMT, VHT, v/c ratios, and vehicle speed are particularly important. Consequently, suggestions are made within this report for adjustments that WSDOT should make to these default values. These values will allow the WSDOT to successfully employ IDAS for ATIS evaluation.
KW  - Advanced traveler information systems
KW  - Benefits
KW  - Evaluation and assessment
KW  - Intelligent transportation systems
KW  - ITS Deployment Analysis System
KW  - Operating speed
KW  - Sketch planning
KW  - Software
KW  - Vehicle hours traveled
KW  - Vehicle miles of travel
KW  - Volume capacity ratio
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/597.1.pdf
UR  - http://ntl.bts.gov/lib/24000/24900/24901/2005-03.pdf
UR  - https://trid.trb.org/view/754977
ER  - 

TY  - RPRT
AN  - 01109143
AU  - Kimley-Horn and Associates, Incorporated
AU  - ConSysTecCorp
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - State of Texas ITS Architectures and Deployment Plans Lubbock Region
PY  - 2005/02/28/Executive Summary
SP  - 26p
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. FHWA has further established a deadline of April 2005 for regions to have an ITS architecture in place. 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 and deployment plans 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, and included 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  - Lubbock (Texas)
KW  - System architecture
KW  - Transportation Equity Act for the 21st Century
KW  - Transportation planning
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14310.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14310_files/14310.pdf
UR  - https://trid.trb.org/view/868641
ER  - 

TY  - RPRT
AN  - 01002002
AU  - Lau, K
AU  - Sagues, Alberto A
AU  - Yao, L
AU  - University of South Florida, Tampa
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Corrosion Performance of Concrete Cylinder Piles
PY  - 2005/02/28/Final Report
SP  - 115p
AB  - Cylinder bridge piles that are produced by a centrifugally cast, vibrated, roller compacted process (also known as Raymond piles) have shown promising resistance to reinforcement corrosion in earlier Florida Department of Transportation (FDOT) surveys.  This investigation examined additional FDOT bridges built with cylinder piles for evidence of similar corrosion resistance and in considering updating guidelines for corrosion performance of these piles.  A survey of three 40-year-old marine bridges indicated in general minor or no corrosion distress of the spiral reinforcement in the piles, even though the concrete clear cover was on average only ~1.2 in. (~30 mm).  Chloride diffusivity was small with a median value lower than the typical results obtained in modern FDOT class V concretes for aggressive marine service.  Other physicochemical concrete tests were also indicative of very low permeability.  Thin concrete cracks not caused by corrosion were observed in some of the piles but preferential chloride penetration along the cracks was less pronounced than noted earlier in conventional marine substructures.  Investigation of a 2-year-old bridge with modern cylinder piles also showed excellent resistance of the bulk concrete to chloride penetration.  Thin cracks (not caused by corrosion distress) were observed as well, with some evidence of enhanced chloride penetration.  Therefore continued monitoring of these spots as the bridge ages is recommended.  The chloride threshold value for corrosion initiation in the older bridges is estimated to be above ~2 pcy (1.2 kg/cu m) and possibly considerably higher.  The concrete in the new bridge piles had a desirably high pore water pH despite its high pozzolanic content, suggesting that chloride threshold in the new material will be normal.  Simplified corrosion damage projections suggest that if concrete quality could be sufficiently assured, moderate relaxation of present cover requirements for new construction with cylinder piles could be made without severely compromising the requirements for minimum corrosion damage within a 75-year service life goal.
KW  - Chlorides
KW  - Corrosion resistance
KW  - Cover depth
KW  - Cracking
KW  - Cylinder piles
KW  - Marine bridges
KW  - Permeability
KW  - pH value
KW  - Piles (Supports)
KW  - Reinforced concrete
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC353_10_rpt.pdf
UR  - https://trid.trb.org/view/757671
ER  - 

TY  - RPRT
AN  - 01003750
AU  - Khosla, N Paul
AU  - Sadasivam, S
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Determination of Optimum Gradation for Resistance to Permeability, Rutting and Fatigue Cracking
PY  - 2005/02/28/Final Report
SP  - 141p
AB  - Permeability has become a major concern in recent years with the implementation of Superpave mixtures.  It is important to have pavements that possess characteristics of low permeability which would minimize the effects due to moisture damage and increase the service life of pavements.  The permeability of mixtures mainly depends on percent air voids, nominal maximum size of aggregate and the type of gradation.  At any given air void content or nominal size, the permeability depends on the size and continuity of air voids.  The nature of gradation influences the size and continuity of voids.  So the aggregate gradation was optimized for lower permeability without compromising the fatigue and rutting performance of mixtures.  The application of the Bailey method of gradation analysis showed that the permeability is greatly influenced by the aggregates of #4, #8 and #16 sizes.  Guidelines were proposed for the mix designers to arrive at aggregate blends with low or high permeability.  The guidelines recommend a low proportion of #4 size aggregates and high proportion of #8 and #16 size aggregates for low permeable mixtures.  The higher proportions of 1/2 in. and 3/8 in. aggregates can be used to ensure the discontinuity of smaller voids.  These guidelines were validated by permeability tests on a separate set of newly developed gradations.  The gradation and the binder content of the field cores were used to compact a reference mixture using the Superpave Gyratory compactor in the laboratory.  This reference mixture, the "unmodified gradation", is used for permeability tests and performance analysis.  Four new mixtures were designed for both 12.5 mm and 9.5 mm mixtures in such a way that two mixtures had lower permeability and the other two mixtures had higher permeability than the coefficient of the unmodified gradation.  Performance evaluation tests were conducted on field cores, the unmodified gradations, low permeable mixtures and high permeable mixtures before and after moisture damage.  The performance evaluation tests included the Frequency Sweep Test at Constant Height, the Repeated Shear Test at Constant Height and the Asphalt Pavement Analyzer Test.  The performance analysis indicated that the permeability of the mixtures directly influences their performance in terms of fatigue life, rutting life and moisture susceptibility.  The low permeable mixtures have higher fatigue life and rutting life than the high permeable mixtures.  The low permeable mixtures have lower percent of reduction in service life due to moisture damage than the high permeable mixtures.
KW  - Aggregate gradation
KW  - Air voids
KW  - Binder content
KW  - Cores (Specimens)
KW  - Fatigue (Mechanics)
KW  - Guidelines
KW  - Gyratory compaction
KW  - Laboratory tests
KW  - Mix design
KW  - Moisture damage
KW  - Moisture susceptibility
KW  - Nominal maximum aggregate size
KW  - Pavement cracking
KW  - Performance tests
KW  - Permeability
KW  - Rutting
KW  - Service life
KW  - Superpave
UR  - http://www.ncdot.org/planning/development/research/download/2003-10FinalReport.pdf
UR  - https://trid.trb.org/view/759886
ER  - 

TY  - ABST
AN  - 01458680
TI  - Accuracy and Reliability of GPS for Surface Transportation
AB  - No summary provided.
KW  - Accuracy
KW  - Global Positioning System
KW  - Reliability
KW  - Research projects
KW  - Surfaces
KW  - Transportation
UR  - https://trid.trb.org/view/1226891
ER  - 

TY  - ABST
AN  - 01460688
TI  - Specification Implementation: Qualification and Acceptance of FRP Highway Bridge Decks and Superstructures
AB  - No summary provided.
KW  - Acceptance tests
KW  - Bridge decks
KW  - Highway bridges
KW  - Implementation
KW  - Qualifications
KW  - Research projects
KW  - Specifications
KW  - Superstructures
UR  - https://trid.trb.org/view/1228906
ER  - 

TY  - ABST
AN  - 01463057
TI  - Guide to Risk Management of Multimodal Transportation Infrastructure
AB  - The nation's transportation infrastructure is at risk from terrorist attacks due to the symbolic nature of the assets, their economic and mobility importance, and the potential for loss of life of users of the assets. Risks to transportation infrastructure generally involve the following: physical facilities, vehicles and vessels, information systems that monitor and manage the flow of goods, and people on the transportation system. This project focuses on physical facilities along with related information infrastructure; it does not include cyber-security. The objective of this research is to develop a Guide to Risk Management of Multimodal Transportation Infrastructure. The Guide will provide state DOTs and other transportation entities with a risk management methodology that can be used to conduct threat, vulnerability, and criticality assessments of their facilities and to determine cost-effective countermeasures to prevent, detect, and reduce threats to assets on a multimodal basis.
KW  - Infrastructure
KW  - Multimodal transportation
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Risk management
KW  - Transportation modes
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=637
UR  - https://trid.trb.org/view/1231282
ER  - 

TY  - RPRT
AN  - 01341905
AU  - Nanzetta, Katherine
AU  - Eisinger, Douglas
AU  - Kear, Tom
AU  - O'Loughlin, Robert
AU  - Brady, Michael J
AU  - Niemeier, Deb
AU  - University of California, Davis
AU  - California Department of Transportation
AU  - Federal Highway Administration
TI  - Particulate Matter and Transportation Projects, An Analysis Protocol
PY  - 2005/02/23/Technical Report
SP  - 56p
AB  - Transportation conformity regulations require an evaluation of the impact of transportation projects on the concentration of particulate matter less than 10 microns in aerodynamic diameter (PM10). As of early 2005, the U.S. Environmental Protection Agency (EPA) had not released quantitative assessment guidance; thus, the conformity regulations require only qualitative PM10 evaluations. In December 2004, EPA published proposed regulations to revise the PM hot spot analysis requirements. The proposed regulations include various PM10 and PM2.5 analysis requirement options, but do not yet include or reference guidance materials needed to complete such analyses. Absent analysis tools and guidance on how to conduct quantitative analyses, which is largely due to the complexity of the primary and secondary nature of PM10 problems, project analysts have struggled to determine project level impacts on localized PM10 concentrations. This report describes a new protocol for qualitatively analyzing project-level PM10 effects to determine whether a transportation project will create a PM10 “hot spot” problem. The protocol was developed by the UC Davis-Caltrans Air Quality Project at the University of California, Davis (U.C. Davis) on behalf of the California Department of Transportation (Caltrans) and the U.S. Federal Highway Administration (FHWA). The protocol includes a four-part methodology to screen projects unlikely to contribute to exceedances of the PM10 air quality standards: (1) a “project comparison” approach for maintenance areas that allows users to compare the proposed project to pre-existing facilities, (2) a “project comparison” approach for nonattainment areas, (3) a “threshold screening” analysis that takes advantage of real-world measurements of the contribution of roadways to observed PM10 concentrations, and (4) a “relocate and reduce, build vs. no-build” approach that assesses whether a project will spatially reallocate traffic to reduce hot spot problems. Project analysts can use the protocol as a resource to comply with the transportation conformity regulations.
KW  - Air quality management
KW  - Conformity
KW  - Environmental policy
KW  - Particulates
KW  - Project evaluation
KW  - Protocols
KW  - Qualitative analysis
KW  - Regulations
KW  - Screening procedures
KW  - Traffic distribution
KW  - Transportation projects
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/airquality/particulate.pdf
UR  - https://trid.trb.org/view/1104243
ER  - 

TY  - RPRT
AN  - 01046806
AU  - Volvo Trucks of North America, Incorporated
AU  - Federal Highway Administration
TI  - Volvo Trucks Field Operational Test: Evaluation of Advanced Safety Systems for Heavy Truck Tractors
PY  - 2005/02/15/Final Report
SP  - 131p
AB  - The Intelligent Vehicle Initiative (IVI) was established by the United States Department of Transportation as an integral part of the Intelligent Transportation System (ITS) program. By reducing the probability of motor vehicle collisions, the IVI was intended to improve the safety and efficiency of motor vehicle operations.  In September of 1999, the United States Department of Transportation, Federal Highway Administration entered into Cooperative Agreement No. DTFH61-99-X-00102 with Volvo Trucks North America in partnership with US Xpress Leasing, Inc. for a Field Operational Test (FOT) to determine the potential safety benefits of Advanced Safety Systems on heavy tractors. Additionally, Advanced Safety System durability, reliability, operational cost, and driver acceptance were to be evaluated.  The Advanced Safety Systems consisted of a vehicle-integrated rear-end collision warning system (CWS), adaptive cruise control (ACC), disc brakes, and an electronically controlled brake system (ECBS). These systems were developed to reduce the frequency and severity of rear-end collisions.  The objectives of the FOT were as follows: (1)Evaluate the performance of the Advanced Safety Systems as operated in a real world environment. (2) Accelerate the deployment of the Advanced Safety Systems. (3) Help forge strategic partnerships in the transport industry as a model for public-private cooperation for the development and deployment of advanced transportation safety technologies. (4) Assess the state-of-the-art in safety benefits analysis for vehicle integrated Advanced Safety Systems.  The 3-year data collection involved 100 new tractors consisting of 50 (Control) vehicles equipped with US Xpress normal specifications (including CWS), and 50 (Test) vehicles equipped with the Advanced Safety Systems. Baseline vehicles (a 20-vehicle subset of the 50 Control vehicles) were operated for part of the FOT with their CWS driver displays disconnected. All of the FOT vehicles were equipped with onboard data acquisition systems. Beginning in January 2001, the vehicles were placed into service with US Xpress, and were operated in normal revenue generating service throughout the 48 contiguous United States.  This report presents findings based on an engineering analysis of data collected from the onboard vehicle data acquisition systems, as well as operational data from Volvo warranty files, US Xpress accident and incident files, and vehicle brake component measurements. A separate, related report is in preparation by the FOT Independent Evaluator, Battelle, to determine safety benefits from the FOT.
KW  - Acceptance
KW  - Advanced vehicle control and safety systems
KW  - Analysis
KW  - Autonomous intelligent cruise control
KW  - Benefits
KW  - Countermeasures
KW  - Data collection
KW  - Demonstration projects
KW  - Deployment
KW  - Disc brakes
KW  - Durability
KW  - Electronic braking systems
KW  - Engineering
KW  - Field tests
KW  - Heavy duty trucks
KW  - Highway safety
KW  - Intelligent transportation systems
KW  - Intelligent transportation systems programs
KW  - Operating costs
KW  - Performance
KW  - Public private partnerships
KW  - Rear end crashes
KW  - Reliability
KW  - Traffic crashes
KW  - Traffic safety
KW  - Truck drivers
KW  - Truck tractors
KW  - Trucking safety
KW  - Trucks
KW  - Volvo Trucks North America Incorporated
KW  - Warning systems
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14349.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14349_files/14349.pdf
UR  - https://trid.trb.org/view/806292
ER  - 

TY  - ABST
AN  - 01460148
TI  - Support for Implementation of TRANSIMS in Portland, Oregon and Estimation of Emissions Impacts of TRANSIMS Microsimulation
AB  - This project has 9 tasks: (1) complete the Track 1 application in Portland and document the procedures and lessons learned from that implementation; (2) implement, Calibrate, validate, and document the GEN2 model in Portland; (3) identify issues in the Transportation Analysis Simulation System (TRANSIMS) modeling approach that could substantially affect the ultimate success of the project, and investigate ways these issues might be addressed before they critically impact the project schedule; (4) develop written materials that provide the basis for a wider understanding of the TRANSIMS implementations in Portland; (5) develop user inputs to involve the technical working group and other potential users in the TRANSIMS implementation process at METRO; (6) outreach to proactively provide the industry with information and insights regarding the technical aspects as well as the costs and benefits of implementing TRANSIMS; (7) to develop methods to synthetically generate a set of TRANSIMS activity and network files using traditional regional travel demand model data; (8) to compare TRANSIMS and MOBILE6 emission estimates to evaluate aggregation methods and procedures for integration methods and integration procedures identified by FHWA and EPA; (9) to develop a contracting mechanism to enable quick response to issues that arise during the course of the study.
KW  - Air quality management
KW  - Pollutants
KW  - Portland (Oregon)
KW  - Research projects
KW  - Simulation
KW  - Synthetics
KW  - Traffic simulation
KW  - TRANSIMS (Computer model)
UR  - https://trid.trb.org/view/1228364
ER  - 

TY  - RPRT
AN  - 01001484
AU  - Federal Highway Administration
TI  - Freight and the Environment Charrette - Proceedings Report
PY  - 2005/02/09
SP  - v.p.
AB  - The Federal Highway Administration (FHWA) is in the process of developing a training course on Freight and the Environment.  As a first step, FHWA held a one-day, invitation-only charrette (structured brainstorming session) to determine the most pressing environmental issues faced by freight-oriented practitioners at all levels of government so that the course curriculum can be developed.  The Freight and the Environment charrette was held on February 9, 2005, at the U.S. Department of Transportation Headquarters in Washington, D.C.  Fourteen professionals from around the United States, representing a variety of freight interests, attended the charrette.  The first activity of the day was a breakout session in which participants were asked to envision what people would be saying about the course two years from now.  From this exercise, the participants identified their expectations for the outcomes of the course.  In the next exercise, the participants were asked to think of criteria, or guidelines for course development to be used in considering candidate topic areas for the proposed course based on the vision themes that were previously defined.  The identified criteria were summarized into the following guidelines for course development:  provide a big picture overview; include the public and private sectors; identify and promote win-win solutions; address practical and solvable issues; be action-oriented and enable application of what was learned to an actual project; address priority issues (which may depend on the geographical area); and address multimodal issues.  Attendees were asked to identify training needs and target audiences for each of the identified needs.  Throughout the day, a number of comments were heard regarding potential formats for the course.  As a result of the charrette, an initial framework has been developed for the Freight and the Environment course.  The appendices to this report contain the following:  (A) Agenda; (B) Course Criteria; (C) Training Needs; (D) Course Audience; and (E) Attendance List.
KW  - Curricula
KW  - Environmental impacts
KW  - Freight transportation
KW  - Training
UR  - http://www.ops.fhwa.dot.gov/freight/freight_analysis/charrette/index.htm
UR  - https://trid.trb.org/view/757165
ER  - 

TY  - RPRT
AN  - 00987640
AU  - Cahoon, J E
AU  - McMahon, T
AU  - Stein, O
AU  - Burford, D
AU  - Blank, M
AU  - Montana State University, Bozeman
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - FISH PASSAGE AT ROAD CROSSINGS IN A MONTANA WATERSHED
PY  - 2005/02/08
SP  - 39 p.
AB  - A basin-wide assessment of fish passage through culverts was performed in the upper Seeley Lake watershed in western Montana. The watershed has many small streams that support a variety of trout species, predominately cutthroat trout and brook trout, but with some bull trout and brown trout too.  A total of 47 culverts were studied, and at these culverts the FishXing model and a screening tool that is a composite of several flowchart-based models were used to predict fish passage success.  At a subset of 21 culverts, fish were collected above and below the culvert to check for population differences with respect to species, size, and abundance.  At another subset of 10 culverts, fish passage was directly assessed using fish traps.  Results indicate that the FishXing model and the composite screen are conservative estimators of fish passage in culverts.  The direct passage assessment indicated that more fish passage occurred during low flow than was expected, and the population (above/below) sampling results gave little evidence to indicate that many of the culverts were functioning as barriers to fish passage.  However, there was evidence that fish passage was restricted at many of the culverts at low flow.  High flow was not examined in detail at the field sites in this study.
KW  - Culverts
KW  - Fish passage
KW  - Fishes
KW  - Montana
KW  - Streams
KW  - Watersheds
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/fish_passage/final_report.pdf
UR  - http://www.mdt.mt.gov/research/projects/env/fish_passage.shtml
UR  - https://trid.trb.org/view/753542
ER  - 

TY  - ABST
AN  - 01460140
TI  - Strategic Planning and Research Assistance: Climate Change, Air Toxics, and CMAQ Reporting
AB  - Cambridge Systematic Incorporated (CSI) shall assist the FHWA in coordinating all aspects of the interagency research project assessing the potential impacts of climate change on the Gulf Coast. This work will include continued facilitation of the research partnership between the U. S. Department of Transportation (DOT) and the U. S. Geological Survey (USGS) and coordination of the multimodal DOT Impacts Working Group. Specific tasks include: (1) facilitate participation of other federal research partners as appropriate; (2) coordinate DOT participation in the Climate Change Sciences Program (CCSP) as it relates to the Gulf Coast Study, and work with the Contracting Officer Technical Representative (COTR), the Office of the Secretary of Transportation (OST), and members of the DOT Impacts Working Group to ensure that the Gulf Coast study meets CCSP/ Climate Change Research Initiative (CCRI) requirements; (3) coordinate revisions and finalization of the project prospectus following posting in the Federal Register and receipt of public comments; (4) coordinate detailed development of the project research plan and schedule with USGS, and manage the implementation of the project to ensure timely and high quality products; (5) CSI will assist FHWA in monitoring and assessing policy and technical developments in mobile air toxics. This will include research and production of short turn-around memos on new areas of interest determined in conjunction with the COTR; and (6) support FHWA efforts to conduct project-level air toxics analysis. Specific areas include ongoing support of new air toxics legal/NEPA cases and challenges; analysis of trends in these cases and challenges; and provision of summaries of outstanding cases and challenges. Work is ongoing while FHWA continues to support the DOT Center for Climate Change Research in Huntington, Alabama.
KW  - Air quality management
KW  - Air toxics
KW  - Climate
KW  - Climate change
KW  - Coordination
KW  - Research projects
KW  - Strategic planning
KW  - Toxicity
UR  - https://trid.trb.org/view/1228356
ER  - 

TY  - ABST
AN  - 01463129
TI  - Models for Predicting Reflection Cracking of Hot-Mix Asphalt Overlays
AB  - Reflection cracking is one of the primary forms of distress in hot-mix asphalt (HMA) overlays of flexible and rigid pavements. In addition to affecting ride quality, the penetration of water and foreign debris into these cracks accelerates the deterioration of the overlay and the underlying pavement, thus reducing service life. The basic mechanism causing reflection cracking is strain concentration in the overlay due to movement in the existing pavement in the vicinity of joints and cracks. This movement may be induced by bending or shear action resulting from traffic loads or temperature changes and is influenced by traffic volume and characteristics, daily and seasonal temperature variations, and other factors (e.g., pavement structure and condition, HMA mixture properties, the degree of load transfer at joints and cracks). Preliminary models for predicting the extent and severity of reflection cracking in HMA overlays have been developed; however, only limited research has been performed to evaluate and validate these models.  Research is needed to address the issues associated with reflection cracking and to develop mechanistic-based models for use in mechanistic-empirical procedures for the analysis and design of HMA overlays. This research will help account for the effects of reflection cracking on performance thus improving the analysis and design of HMA overlays of flexible and rigid pavements.  The objective of the research is to identify or develop mechanistic-based models for predicting reflection cracking in HMA overlays of flexible and rigid pavements and associated computational software for use in mechanistic-empirical procedures for overlay design and analysis.
KW  - Asphalt pavements
KW  - Calibration
KW  - Concrete overlays
KW  - Cracking of asphalt concrete pavements
KW  - Deterioration
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - National Cooperative Highway Research Program
KW  - Reflection cracking
KW  - Rigid pavements
KW  - Validation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=226
UR  - https://trid.trb.org/view/1231354
ER  - 

TY  - ABST
AN  - 01462957
TI  - Research for AASHTO Standing Committee on Highways. Task 199. Update of the Strategic Plan for Bridge Engineering
AB  - This project is complete. The report resulting from the April 2005 workshop, Grand Challenges: A Strategic Plan for Bridge Engineering, has been adopted by the AASHTO Highway Subcommittee on Bridges and Structures. The report is posted on the Subcommittees website at http://bridges.transportation.org.
KW  - Bridge design
KW  - Bridge engineering
KW  - Bridges
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Strategic planning
KW  - Structures
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1215
UR  - https://trid.trb.org/view/1231182
ER  - 

TY  - RPRT
AN  - 00987668
AU  - Nelson, R M
AU  - Sicking, D L
AU  - Faller, R K
AU  - Reid, J D
AU  - Rohde, J R
AU  - Polivka, K A
AU  - Hascall, J A
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - EVALUATION OF ALTERNATE CABLE ANCHOR DESIGNS AND THREE-CABLE GUARDRAIL ADJACENT TO STEEP SLOPE
PY  - 2005/02/03
SP  - 126 p.
AB  - The three-cable guardrail system is most commonly used to protect motorists from roadside slopes.  Due to the fact that the system is limited to sites where relatively large barrier displacement is acceptable, concern arises when the barrier system must be placed close to steep roadside slopes.  An additional concern with regard to the use of cable guardrail is that there only exists one approved non-proprietary end terminal which utilizes a large, cast-in-place, reinforced concrete anchor block.  The current terminal and anchor design has proven to be quite costly when compared to the entire system.  The objectives of the study were:  (1) to evaluate three-cable anchor designs in order to develop a more cost-effective anchor alternative and (2) to evaluate South Dakota's three-cable barrier system placed adjacent to 1.5H:1V slopes.  Dynamic bogie testing of various anchor alternatives determined the capacity of each anchor.  Subsequent, computer simulation modeling with BARRIER VII analyzed and predicted dynamic barrier performance with each anchor alternative.  One full-scale crash test, 2,034-kg (4,484-lb) pickup truck impacting at a speed of 98.1 km/h (61.0 mph) and at an angle of 26.2 degrees, was conducted and reported in accordance with the requirements specified in the National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features."  The full-scale crash test was conducted to verify that the cable guardrail adjacent to a steep slope performs adequately with the weakest anchor alternative, the driven steel post as shown through computer modeling, but was determined to be unacceptable according to the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350 due to vehicle vaulting and rollover.  The poor performance observed in the full-scale crash test warranted design modifications. Consequently, additional computer simulation with BARRIER VII predicted that increasing the cable guardrail stiffness with reduced post spacing and increasing the offset from the slope breakpoint significantly improved the barrier's performance. Therefore, it is recommended that a full-scale crash test be conducted on the modified cable barrier to verify its safety performance.  Furthermore, the steel post anchor design performed as intended and provided adequate cable tension for the barrier system.  However, since the impacting vehicle was not contained nor smoothly redirected, it is recommended that the new anchor alternatives continue to be evaluated in the future.
KW  - Anchors (Structural connectors)
KW  - Angle of impact
KW  - BARRIER VII (Computer program)
KW  - Cables
KW  - Costs
KW  - Design
KW  - Dynamic tests
KW  - Guardrail terminals
KW  - Guardrails
KW  - Impact tests
KW  - NCHRP Report 350
KW  - Performance
KW  - Pickup trucks
KW  - Posts
KW  - Roadside
KW  - Simulation
KW  - Slopes
KW  - Spacing
KW  - Speed
KW  - Stiffness
KW  - Three cable guardrail
UR  - https://trid.trb.org/view/753570
ER  - 

TY  - ABST
AN  - 01464644
TI  - Crossing Solutions at Roundabouts and Channelized Turn Lanes for Pedestrians with Vision Disabilities
AB  - The Americans with Disabilities Act (ADA) requires that public rights-of way, including sidewalks and crosswalks, be accessible to pedestrians with disabilities. The U.S. Access Board's ADA accessibility guidelines specify the minimum level of accessibility in new construction and alteration projects and serve as the basis for enforceable standards maintained by other agencies. On June 17, 2002, the U.S. Access Board published draft rights-of-way guidelines (Docket No. 02-1) proposing to require pedestrian signals at roundabouts and channelized turn lanes that would create and identify gaps in the vehicle stream adequate for pedestrians who are crossing without vision cues. Many transportation agencies are looking for guidance on working with these proposed provisions. Modern roundabouts are unsignalized circular intersections that are common in many parts of the world. Although relatively new in the United States, they are being implemented at an increasing rate. Studies conducted in Europe, Australia, and in the United States have generally found that roundabouts result in significantly fewer and less severe vehicular crashes than do more traditional intersection treatments. This safety benefit has been the most compelling reason cited by transportation engineers for the installation of roundabouts. Roundabouts and channelized turn lanes present challenges different from other intersections for individuals with blindness and visual impairments, because the traffic is most often under yield control as opposed to stop control. Anecdotal evidence indicates that pedestrians with vision impairment sometimes avoid roundabouts and channelized turn lanes by taking a more circuitous route. In addition to determining when to cross the road, pedestrians with vision impairment must identify where to cross, which way to walk during the crossing, and when they have arrived at their destination curb or island. All of these tasks become more difficult for pedestrians with vision impairment at roundabouts and channelized turn lanes. This effort will build on research being conducted in NCHRP Project 3-65, "Applying Roundabouts in the United States," and the research to be conducted in NCHRP Project 3-72, "Lane Widths, Channelized Right Turns, and Right-Turn Deceleration Lanes in Urban and Suburban Areas." Other relevant resources that should be considered in the performance of this research are results from a National Institutes of Health study and the proceedings from the ITE/FHWA Roundabout Accessibility Summit; specifics are provided in Special Note F. The objective of this research is to recommend a range of geometric designs, traffic control devices, and other treatments that will make pedestrian crossings at roundabouts and channelized turn lanes usable by pedestrians with vision impairment. These recommendations should be suitable for inclusion in transportation-industry practice and policies, including the <em>AASHTO Policy on Geometric Design of Highways and Streets</em> and the FHWA <em>Manual on Uniform Traffic Control Devices</em>. Exploration of the proper balance among the needs of passenger cars, trucks, pedestrians (including pedestrians with vision impairments), and bicycles is central to achieving the objectives of the research.
KW  - Americans with Disabilities Act
KW  - Channelized intersections
KW  - Left turn lanes
KW  - Pedestrian movement
KW  - Persons with disabilities
KW  - Right of way (Traffic)
KW  - Right turn lanes
KW  - Roundabouts
KW  - Vision disorders
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=833
UR  - https://trid.trb.org/view/1232876
ER  - 

TY  - ABST
AN  - 01458464
TI  - Factors Affecting Development of Roughness in Hot Mix Asphalt Pavements
AB  - The objective of this study was to determine the factors that contribute to roughness in Hot Mix Asphalt (HMA) pavements. The progression of actual roughness extracted from raw longitudinal profile data of the HMA pavements employed in LTPP is investigated. Power Spectral Density (PSD) of longitudinal 25mm profiles of the pavements are calculated and the progression of the severity of roughness features at different wavelengths are identified. The effect of several factors such as structural design, mix design and climatic variables on the progression of roughness features at different wavelengths were investigated.  Once the development of roughness is understood, measures in construction, mix design or design details can be taken to reduce the adverse influence of these factors.
KW  - Asphalt pavements
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Mix design
KW  - Pavement design
KW  - Pavement performance
KW  - Research projects
KW  - Roughness
KW  - Structural design
UR  - https://trid.trb.org/view/1226675
ER  - 

TY  - RPRT
AN  - 01099057
AU  - Bhat, Chandra R
AU  - Guo, Jessica Y
AU  - Sen, Sudeshna
AU  - Weston, Lisa
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Measuring Access to Public Transportation Services: Review of Customer-Oriented Transit Performance Measures and Methods of Transit Submarket Identification
PY  - 2005/02/01/Research Report
SP  - 48p
AB  - This report synthesizes knowledge from existing literature relating to the interpretation and measurement of transit service quality from a customer-oriented perspective. The focus is on the evaluation of fixed-route transit systems. In addition, the authors review earlier studies that offer conceptual and operational ways of identifying different transit submarkets, their characteristics, and their varying activity and mobility needs. The review suggests that existing transit service delivery measures are limited in their capabilities of reflecting the ease with which different population subgroups are able to participate in their desired activities using transit. Future effort in transit service delivery modeling needs to develop separate indices for different population subgroups for different trip purposes. There should also be a mechanism to consolidate these indices into successively more aggregate measures and ultimately into a single generalized measure that represents the overall service level for a region.
KW  - Access
KW  - Customer service
KW  - Equity (Justice)
KW  - Literature reviews
KW  - Markets
KW  - Performance measurement
KW  - Public transit
KW  - Quality of service
KW  - Supply and demand
UR  - http://www.ce.utexas.edu/prof/bhat/REPORTS/5178_R1_rev_Sept05.pdf
UR  - https://trid.trb.org/view/859415
ER  - 

TY  - RPRT
AN  - 01511609
AU  - United States Federal Highway Administration
TI  - Trinity Parkway, from IH-35E/SH-183 to US-175/SH-310, Dallas County : environmental impact statement
PY  - 2005/02//Volumes held: Draft, Supplement to the draft(2v), Dsup2
KW  - Environmental impact statements
KW  - Texas
UR  - https://trid.trb.org/view/1295933
ER  - 

TY  - RPRT
AN  - 01160540
AU  - Bennert, Thomas
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  - The Development of a Performance Specification for Granular Base and Subbase Material
PY  - 2005/02//Final Report
SP  - 55p
AB  - The research project encompassed evaluating the performance of New Jersey Department of Transportation (NJDOT) specified aggregates at the respective NJDOT gradation ranges (high end, middle, and low end) and providing guidance as how to modify the gradation ranges to provide better performance in the field. Currently, the NJDOT specifies the use of granular materials by gradation only. However, it is well known that the gradation of granular materials has a dramatic impact on its performance. Therefore, base and subbase materials were sampled from three regions in the state and evaluated under the following performance tests: permeability (falling and constant head conditions), triaxial shear strength, cyclic triaxial loading, California Bearing Ratio (CBR) and resilient modulus. Testing was also conducted on recycled asphalt pavement (RAP) and recycled concrete (RCA) to evaluate their potential use as base and subbase materials. Materials were tested at their respective natural gradations and at manufactured gradations which represented the NJDOT high, middle, and low areas of the gradation specification in order to provide guidance as how to better refine the current NJDOT gradation specification. Testing concluded that the gradation has an impact on each material and source tested. On average, permeability increased with increasing coarse fraction and decreasing percent fines. The triaxial strength increased as coarse fraction increased; however, the permanent deformation measured from the cyclic triaxial test indicated that at the gap-graded high end of the gradation band, instability was prevalent for the rounded subbase aggregates. This is most likely due to rounded aggregate particles not interlocking during loading (The gradation of this type of material is very similar to the non-stabilized open graded base layer that the NJDOT has used in the past). The resilient modulus testing followed a similar trend. Overall, the closer the aggregate gradation was to the middle/high side of the NJDOT gradation specification, the better the performance. The testing of the RAP, RCA, and their blends with the base material, showed that as the % RAP increased in the blend, both the CBR value and permeability decreased. RAP also caused larger permanent deformations during the cyclic triaxial testing. The inclusion of RCA provided the largest CBR, largest resilient modulus, and lowest permanent deformation values. However, as the % RCA increased, the blend’s permeability decreased.
KW  - Aggregate gradation
KW  - Base course (Pavements)
KW  - California bearing ratio
KW  - Granular bases
KW  - Modulus of resilience
KW  - Pavement performance
KW  - Performance based specifications
KW  - Permeability
KW  - Recycled asphalt pavements
KW  - Recycled concrete
KW  - Rutting
KW  - Shear strength
KW  - Subbase (Pavements)
KW  - Subbase materials
KW  - Triaxial shear tests
UR  - http://cait.rutgers.edu/files/FHWA-NJ-2005-003.pdf
UR  - http://ntl.bts.gov/lib/55000/55700/55791/FHWA-NJ-2005-003.PDF
UR  - https://trid.trb.org/view/920683
ER  - 

TY  - RPRT
AN  - 01108770
AU  - Sun, Dazhi
AU  - Benekohal, Rahim F
AU  - Girianna, Montty
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - GIS-Based Intersection Inventory System (GIS-IIS): Integrating GIS, Traffic Signal Data and Intersection Images
PY  - 2005/02//Project Report
SP  - 38p
AB  - This study developed a GIS-based Intersection Inventory System (GIS-IIS) for the signalized intersections on the state-maintained highway system of Illinois Department of Transportation (IDOT) District 6. GIS-IIS is a tool to have an easy access to intersection inventory data, photographs, and videos of each approach as well as an ability to query the information. It is set up to be expended to include other types of intersection related data. Procedures were developed to field data collection and processing along with a process for integrating multimedia and other traffic signal information into the GIS framework. It is recommended to expand the scope of GIS-IIS so it becomes a statewide intersection inventory system. The methods of expanding GIS-IIS to create a comprehensive information system that incorporates information such as traffic, geometric, construction, maintenance, and intersection accident data should be studied.
KW  - Crash data
KW  - Geographic information systems
KW  - Information systems
KW  - Interchanges and intersections
KW  - Real time information
KW  - Signalized intersections
KW  - Traffic information
KW  - Traffic signal control systems
UR  - http://www.ict.uiuc.edu/Publications/report%20files/TES-136.pdf
UR  - https://trid.trb.org/view/867560
ER  - 

TY  - RPRT
AN  - 01108641
AU  - Tutumluer, Erol
AU  - Pan, Tongyan
AU  - Carpenter, Samuel H
AU  - University of Illinois, Urbana-Champaign
AU  - Federal Highway Administration
TI  - Investigation of Aggregate Shape Effects on Hot Mix Performance Using an Image Analysis Approach
PY  - 2005/02//Final Report
SP  - 249p
AB  - The objectives of this Federal Highway Administration (FHWA) pooled fund research project included the measurement of imaging based volumetric and morphological indices of coarse aggregates and their correlations with laboratory and field performance results of asphalt concrete mixes as a wave of future in the development of asphalt pavement science and technology. The study partners were the National Center for Asphalt Technology (NCAT), state highway agencies of Alabama, Georgia, Indiana, Minnesota, Mississippi, Missouri, Montana, and South Carolina, and the FHWA Central Federal Lands and Highways Division. In Phase I of the study, the readily available image analysis device, University of Illinois Aggregate Image Analyzer (UIAIA), was used for validation and development of imaging based morphological indices, i.e., flat and elongated (F&E) ratio, angularity index (AI) and surface texture (ST) index, of the coarse aggregate used in the national NCAT Pavement Test Track rutting study and in typical asphalt mixes obtained from the pooled fund participating agencies. In Phase II, all UIAIA determined NCAT coarse aggregate shape indices indicated good correlations individually with the field rutting data from the NCAT Pavement Test Track with the ST index giving the best correlation and the AI giving the next best correlation. The UIAIA determined coarse aggregate shape indices were also correlated to the laboratory resilient modulus and permanent deformation test results of the participating agency specimens. For a total of 18 Superpave asphalt mix designs studied, the effects of the AI and ST indices on the hot mix asphalt resilient moduli and permanent deformations were especially significant from the test results when evaluated according to the below the restricted zone (BRZ) aggregate gradations. The resilient modulus test data, when grouped according to asphalt binder grade and/or stiffness, generally demonstrated a much better relationship with the coarse aggregate morphology. The increased stability and reduced permanent deformation or rutting potential trends of the most dense graded asphalt mixtures studied herein using the UIAIA approach were more favorably influenced primarily by the increased surface texture or roughness property of coarse aggregate particles.
KW  - Aggregate gradation
KW  - Angularity
KW  - Coarse aggregates
KW  - Hot mix asphalt
KW  - Imaging systems
KW  - Performance tests
KW  - Superpave
KW  - Surface treatment (Pavements)
KW  - Texture
UR  - http://www.ict.uiuc.edu/Publications/report%20files/TES-137.pdf
UR  - https://trid.trb.org/view/868192
ER  - 

TY  - RPRT
AN  - 01104412
AU  - Singh, Priyanka
AU  - Labi, Samuel A
AU  - McCullouch, Bob G
AU  - Sinha, Kumares C
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - An Evaluation of the Cost-Effectiveness of Warranty Contracts in Indiana
PY  - 2005/02//Final Report
SP  - 179p
AB  - In a bid to ensure cost-effective highway construction practices, highway agencies constantly seek ways to accelerate project design and delivery through implementation of innovative contracting and procurement practices. The concept of warranties, which is one of such promising practices, involves a shift of the burden of construction quality control, product performance and product maintenance from the owner to the contractor. As such, warranty projects are expected to enhance product quality and service life, and ultimately, reduced life-cycle cost. The expected benefits of warranty projects, however, could be offset by their historically higher construction costs. It is therefore necessary to evaluate the costs and benefits of warranty contracts vis-à-vis traditional contracts so that the more cost-effective practice can be identified. The present study reviewed the state of warranty practice in highway pavement construction in Indiana and elsewhere, collects data on warranty and traditional contracts, and carried out statistical analyses to evaluate the relative costs, effectiveness and cost-effectiveness of these two alternative contracting practices. Effectiveness was measured in terms of average pavement condition and pavement service life, and costs were expressed in annualized costs per lane-mile. All costs were adjusted for inflation and economy of scale. The study confirmed that the warranty contracts generally have higher agency costs than traditional contracts, but produced pavements that were superior to their traditional counterparts in terms in average pavement condition (rutting, cracking and roughness) and service life. It was determined that the typical projected treatment life of warranty contract pavement was 25 years while similar traditional contract pavements had a service life of 15 years. Also, the average construction period and resulting workzone user costs were lower for warranty contract pavements. The medium-term cost-effectiveness analysis showed that when the analysis is carried out over a relatively short period of 5-years (the typical warranty period), the warranty pavement contracts are not as cost-effective as their traditional counterparts. However, the long-term cost-effectiveness analysis (which used treatment service life as the analysis period) clearly indicated that the warranty contracts are generally more cost-effective than traditional contracts. The study results suggest that the superiority of warranty projects over traditional projects is more discernible when both cost and effectiveness are viewed over the entire life of the pavement treatment.
KW  - Contract administration
KW  - Cost effectiveness
KW  - Indiana
KW  - Pavement cracking
KW  - Pavement design
KW  - Pavement performance
KW  - Paving
KW  - Road construction
KW  - Roughness
KW  - Rutting
KW  - Service life
KW  - Warranty
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1742&context=jtrp
UR  - https://trid.trb.org/view/864159
ER  - 

TY  - RPRT
AN  - 01104032
AU  - Abu-Farsakh, Murad Yusuf
AU  - Almohd, Izzaldin
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Development of Laboratory Testing Facility for Evaluation of Base-Soil Behavior under Repreated Loading: Phase 1: Feasibility Study
PY  - 2005/02//Final Report
SP  - 74p
AB  - Accelerated load testing of paved and unpaved roads is the application of a large number of load repetitions in a short period of time. This type of testing is an economic way to determine the behavior of roads and compare different materials, structures, and construction alternatives for the design of highways under a large number of load applications. Currently, numerous accelerated pavement testing (APT) facilities are being used worldwide. Heavy vehicle simulators (HVS) and the cyclic load actuators are the most commonly used facilities. Smaller scale model-testing facilities are also available. This report presents a feasibility and cost-efficiency study for different accelerated load facilities to determine the most useful facility for conducting comparative studies and preliminary investigations on paved/unpaved roads along with the Accelerated Load Facility (ALF) at the Louisiana Transportation Research Center (LTRC). Heavy vehicle simulators (wheel beam assembly), cyclic load actuators, and the Model Mobile Load Simulator (MMLS) were reviewed and compared based on the literature findings, personal communication with researchers, and coordinating site visits to selected facilities. The comparisons included the applications, advantages, limitations, and costs of each of the three alternative facilities. Based on the feasibility study, the MMLS was excluded due to its limited influence depth reasoned by the wheel size and wheel load. The HVS and the cyclic load actuators were found to be more useful for base, subbase, and subgrade related studies. Due to various applications, and based on the inherent advantages of both facilities (speed and cost), the cyclic load actuator facility has been recommended for research purposes at the LTRC. This facility can be used for wide range of research related to asphalt concrete layers, base course layers, subgrade layers, and the reinforcement layers. Its compact size and speed of testing will allow for more preliminary investigations prior to ALF testing.
KW  - Accelerated loading facilities
KW  - Accelerated tests
KW  - Base course (Pavements)
KW  - Cost effectiveness
KW  - Costs
KW  - Feasibility analysis
KW  - Heavy vehicle simulators
KW  - Louisiana Accelerated Loading Facility
KW  - Model mobile load simulators
KW  - Pavements
KW  - Repeated loads
KW  - Subbase (Pavements)
KW  - Subgrade (Pavements)
UR  - http://www.ltrc.lsu.edu/pdf/2008/fr_396.pdf
UR  - https://trid.trb.org/view/863979
ER  - 

TY  - RPRT
AN  - 01104024
AU  - Bruce, Robert N
AU  - Russell, Henry G.
AU  - Roller, John J
AU  - Tulane University
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Fatigue and Shear Behavior of HPC Bulb-Tee Girders
PY  - 2005/02//Final Report
SP  - 77p
AB  - Five 96-ft (29.3-m) long, 72-in. (1.83-m) deep, precast, pretensioned bulb- tee girders were tested to evaluate their behavior under flexural fatigue. Three of the girders were also tested to measure their static shear strength. One girder was tested after the fatigue test to measure its flexural strength. The five girders had a design concrete compressive strength of 10,000 psi (69.0 MPa) and incorporated 0.6-in. (15.2-mm) diameter, Grade 270, low relaxation prestressing strands. The shear reinforcement quantities at the ends of three girders were selected to evaluate the applicability of the shear strength design provisions of the AASHTO "Standard Specifications for Highway Bridges" and the AASHTO "LRFD Bridge Design Specifications." Shear reinforcement consisted of conventional bars or deformed welded wire reinforcement. The five prestressed concrete girders were produced in a commercial plant. Prior to testing, a 10-ft (3.05-m) wide reinforced concrete deck slab was added to each girder. Three girders were intentionally cracked at midspan before the start of the fatigue test. Two girders were uncracked. After completion of fatigue testing, the three intentionally cracked girders were cut in half and the six girder ends tested to evaluate static shear strength. The cracked bulb-tee girders performed satisfactorily under 5 million cycles of flexural fatigue loading when the tensile stress in the extreme fiber of the bottom flange was limited to a maximum value of 610 psi (4.21 MPa). When the concrete tensile stress was 750 psi (5.17 MPa) or larger, fatigue fractures of the prestressing strand in the cracked girders occurred, and the fatigue life of the girder was reduced. However, the uncracked girders performed satisfactorily under 5 million cycles of flexural fatigue loading when the tensile stress was 600 and 750 psi (4.14 and 5.17 MPa). The measured flexural strength of one girder, after being subjected to 5 million cycles of flexural fatigue loading, exceeded the strengths calculated according to the AASHTO "Standard Specifications for Highway Bridges" and the AASHTO "LRFD Bridge Design Specifications" using both design and measured material properties. Measured shear strengths of six bulb-tee girder ends consistently exceeded the strengths calculated according to the AASHTO "Standard Specifications for Highway Bridges" and the AASHTO "LRFD Bridge Design Specifications" using both design and measured material properties. Based on the results of the shear tests, the existing limitation of 60,000 psi (414 MPa) for the design yield stress of transverse reinforcement cited in both AASHTO specifications is conservative. Higher reinforcement yield strengths can be utilized in the design of prestressed concrete beams. Welded wire deformed reinforcement can be used as an equally effective alternate to deformed bars as shear reinforcement.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - AASHTO Standard Specifications for Highway Bridges
KW  - Bulbtee girders
KW  - Compressive strength
KW  - Design standards
KW  - Fatigue (Mechanics)
KW  - Flexural strength
KW  - Girders
KW  - High performance concrete
KW  - Prestressed concrete
KW  - Prestressing strands
KW  - Reinforcing bars
KW  - Shear reinforcement
KW  - Shear strength
KW  - Tensile stress
KW  - Welded wire fabrics
KW  - Yield strength
UR  - http://www.ltrc.lsu.edu/pdf/2005/fr_395.pdf
UR  - https://trid.trb.org/view/863978
ER  - 

TY  - RPRT
AN  - 01075351
AU  - Federal Highway Administration
TI  - State Route 152 in Merced County, beginning near Volta Road west of Los Banos, bypassing Los Banos, and ending the Santa Fe Grade Road : environmental impact statement
PY  - 2005/02//Volumes held: Draft
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834745
ER  - 

TY  - RPRT
AN  - 01062249
AU  - Federal Highway Administration
TI  - 101/Oregon Coast Highway reconstruction, Pacific Way in the city of Gerhart to Dooley Bridge in the city of Seaside, Clatsop County : environmental impact statement
PY  - 2005/02//Volumes held: Draft, F
KW  - Environmental impact statements
KW  - Oregon
UR  - https://trid.trb.org/view/821745
ER  - 

TY  - RPRT
AN  - 01025526
AU  - Gabler, H Clay
AU  - Gabauer, Douglas J
AU  - Bowen, David
AU  - Rowan University
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Cross Median Crashes
PY  - 2005/02//Final Report
SP  - 177p
AB  - The objective of this research project has been to evaluate the post-impact performance of two different median barrier systems installed in New Jersey: (1) a three-strand cable median barrier system installed on I-78, and (2) a modified thrie beam median barrier system installed on I-80.  The subject research program has evaluated the performance of the I-78 and I-80 median barrier designs in three ways:  (1) through finite element modeling, (2) through field investigation of crashes into the subject barriers, and (3) through a survey of the median barrier experience of other state departments of transportation.  Although the focus of this study has been on the I-78 and I-80 median barrier designs, the results of this study are expected to provide new insight into the performance of and potential improvements to the design of future median barrier in New Jersey.
KW  - Cable barriers
KW  - Crash investigation
KW  - Crashes
KW  - Cross median accidents
KW  - Design
KW  - Evaluation
KW  - Finite element method
KW  - Highway safety
KW  - Median barriers
KW  - New Jersey
KW  - Performance
KW  - Three-strand cable
KW  - Thrie beams
UR  - https://trid.trb.org/view/782540
ER  - 

TY  - RPRT
AN  - 01022926
AU  - Trejo, David
AU  - Aguiniga, Francisco
AU  - James, Ray W
AU  - Keating, Peter B
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Design, Construction, and Maintenance of Bridge Decks Utilizing GRFP Reinforcement
PY  - 2005/02//Product
SP  - 72p
AB  - Fiber-reinforced polymers (FRP) are being increasingly used in the construction industry.  One application is to use FRP bars as reinforcement in concrete.  Because glass fiber-reinforced polymer (GFRP) bars are now being used, guidance is needed on how to design, construct, and maintain reinforced concrete structures containing this reinforcement.  This report provides a discussion on design issues related to GFRP-reinforced bridge decks and is followed by a design example.  Recommendations for possible modifications to the 1998 American Association of State Highway Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications have been provided.  In addition, some guidelines on the construction and maintenance of GFRP-reinforced systems are provided.  It should be noted that more research and field work is needed to provide standardize guidelines.  This report provides guidance using the information available and the user should use sound engineering judgment in the design, construction, and maintenance of GFRP-reinforced structures.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge decks
KW  - Bridge design
KW  - Concrete structures
KW  - Construction industry
KW  - Fiber reinforced polymers
KW  - Glass fiber reinforced plastics
KW  - Guidelines
KW  - Maintenance
KW  - Polymers
KW  - Recommendations
KW  - Reinforced concrete
KW  - Reinforcement (Engineering)
UR  - https://trid.trb.org/view/775805
ER  - 

TY  - RPRT
AN  - 01019043
AU  - Decker, Rand
AU  - MSI -- Foothill/InterAlpine
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Avalanche Hazard Reduction using Wind Drift Disrupters (Snow Sails) Phase I and Phase II
PY  - 2005/02//Final Report
SP  - 48p
AB  - As a consequence of the rapid urbanization of the greater Jackson, Wyoming area, the hazard, to motorists and Wyoming Department of Transportation (WYDOT) maintenance personnel, from an active avalanche path at milepost 151 on U.S. 89/191 has increased dramatically.  U.S. 89/191 is a principal arterial in and out of Jackson with an annualized average daily traffic (AADT) of 11,000.  Winter use, though considerably less is still significant.  The purpose of this project was to develop, design, and test the feasibility of deploying on-site structures that would disrupt the flow of the southerly wind that carries snow into the milepost 151 avalanche starting zone.  Snow sails are a form of passive avalanche starting zone defense, designed to use the inherent energy of the wind to disrupt the snowpack in an avalanche starting zone and inhibit the formation of coherent, continuous avalanche wind-slabs.  A pilot phase deployment of four snow sails was initially installed in the 151 avalanche starting zone.  The performance of these snow sails was evaluated in terms of their ability to disrupt the snowpack.  These sails disrupted the snowpack depositional pattern sufficiently that a full deployment of 50 sails was subsequently installed.  A snow sail performance assessment and evaluation was conducted.  This assessment and evaluation lead to the following results:  The snow sails have reduced the 151 avalanche hazard, but have not eliminated it.  The 151 site continues to avalanche to the road, at a rate of 1.0 per year, versus 1.5 per year prior to snow sail installation.  The following recommendations are made:  When severe winter storms occur, the 151 site should be addressed with (artificial explosive) avalanche control measures.  The snow sail project - an attempt to address the 151 avalanche hazard with a cost-effective solution - has partially achieved its goals.  However, investigations into novel and traditional avalanche hazard reduction technologies for implementation at the 151 site is warranted.
KW  - Avalanche starting zone
KW  - Avalanches
KW  - Evaluation and assessment
KW  - Feasibility analysis
KW  - Hazards
KW  - Highway safety
KW  - Jackson (Wyoming)
KW  - Performance
KW  - Snow
KW  - Snow and ice control
KW  - Snow sails
KW  - Wind
KW  - Wind slabs
KW  - Winter
KW  - Winter maintenance
UR  - http://ntl.bts.gov/lib/31000/31700/31716/WYDOT_151_AVAL_SSS_FINAL_REPORT.pdf
UR  - https://trid.trb.org/view/771787
ER  - 

TY  - RPRT
AN  - 01016493
AU  - Zhang, Zhanmin
AU  - Kawa, Izydor
AU  - Hudson, W R
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Impact of Changing Traffic Characteristics and Environmental Conditions on Performance of Pavements
PY  - 2005/02//Technical Report
SP  - 90p
AB  - Critical to the AASHTO pavement design methods are the AASHTO load equivalency factors (LEFs), which are used to convert the mixed traffic axle loads into standard 18-kip equivalent single axle loads (ESALs). Over the years the composition and characteristics of traffic using Texas highways have changed. At the same time, NAFTA has accelerated such changes in the sense that more trucks, primarily moving through mid-western states, Texas, and Mexico, are traveling on Texas highways. In addition, the original AASHO Road Test was conducted at a site whose environmental conditions significantly differ from those environmental conditions found in Texas. It is therefore critical to fully understand the impact of such changing traffic characteristics and environmental conditions on pavements in Texas. This report (1) presents the methodology used to analyze the impact of these factors on the AASHTO LEFs and (2) discusses the results.
KW  - American Association of State Highway and Transportation Officials
KW  - Equivalent single axle loads
KW  - Highway traffic
KW  - Load equivalency factors
KW  - Methodology
KW  - Pavement design
KW  - Pavement performance
KW  - Texas
KW  - Traffic characteristics
KW  - Trucks
KW  - Weather and climate
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_1713_2.pdf
UR  - https://trid.trb.org/view/772419
ER  - 

TY  - RPRT
AN  - 01007202
AU  - Sullivan, John M
AU  - Winkler, Christopher B
AU  - Hagan, Michael R
AU  - University of Michigan Transportation Research Institute
AU  - Federal Highway Administration
TI  - Work Zone Safety ITS: Smart-Barrel for an Adaptive Queue-Warning System
PY  - 2005/02//Final Technical Report
SP  - 118p
AB  - A broad concept has been developed for a Work-Zone Safety ITS System that would provide a distributed, queue-warning system that automatically adapts to the current traffic-flow situation in and upstream of the work zone.  The core element of the system is a "smart barrel"--an ordinary appearing traffic-control barrel containing an inexpensive speed sensor and equipped with a simple, adjustable signaling system and the necessary equipment for communication to a central controller.  The study focused on initial investigations of two critical elements of such a system:  (1) an inexpensive, but sufficiently capable speed sensor and (2) a simple but effective signaling system.  Three prototype speed sensors were developed and evaluated in a limited field study.  They used active infrared, passive infrared, and magnetic sensor technologies, respectively.  The active infrared system was found to be the most accurate but consumed the most power--an important factor for a device that will be battery-powered in the field.  The passive infrared system was nearly as accurate and required the least power of the three approaches.  Simple signaling schemes were also prototyped and presented to drivers in a pilot experiment using a driving simulator.  Both subjective opinions about the utility of the system and objective measures of driving performance were collected.  Results suggest that drivers find the adaptive systems more helpful than static road signs and there is evidence for systematic change in their driving performance indicative of enhanced safety.
KW  - Accuracy
KW  - Communication devices
KW  - Energy consumption
KW  - Infrared detectors
KW  - Intelligent transportation systems
KW  - Magnetic detectors
KW  - Prototypes
KW  - Speed detectors
KW  - Traffic barrels
KW  - Traffic control devices
KW  - Traffic queuing
KW  - Warning systems
KW  - Work zone safety
UR  - https://trid.trb.org/view/763211
ER  - 

TY  - RPRT
AN  - 01003780
AU  - Lee, Jae-Joon
AU  - Hummer, Joseph E
AU  - Rouphail, Nagui M
AU  - North Carolina State University, Raleigh
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - False Capacity for Lane Drops
PY  - 2005/02//Final Report
SP  - 125p
AB  - Lane drops downstream of signalized intersections are found on many urban and suburban streets and highways.  Since drivers tend to avoid using the short lane due to the potential for stressful merges downstream of the signal, the short lane is typically under-utilized.  Previous research indicates that the default lane utilization factors in the Highway Capacity Manual (HCM) appear to overestimate traffic in the short lane.  The purpose of this project was to develop models to predict lane utilization factors for six defined intersection types and to assess how a lane drop affects safety near intersections.  Traffic, signal, and collision data were collected at 94 sites in North Carolina.  Based on 15 candidate factors, multiple regression models were developed for the purpose of predicting the lane utilization factor.  This study found that the downstream lane length and traffic intensity positively correlate with the lane utilization factor, and that some geometric variables at the approach may also influence lane utilization.  Collision data analysis results show that collision rates downstream of an intersection decline as the distance to a lane drop increases.  The results also show that the lane drop type does not affect collision rates upstream and downstream of intersections.  Many of the results derived from this study are consistent with previous research.  The models developed should provide designers and traffic engineers with concrete methods to improve lane utilization when lane drops are contemplated.  A re-assessment of the effect of lane utilization on capacity is recommended, since models in the HCM consistently overestimate delay for all types of lane drop intersections with low lane utilization.
KW  - Crash data
KW  - Data collection
KW  - Highway capacity
KW  - Highway Capacity Manual
KW  - Lane drops
KW  - Lane utilization factors
KW  - Multiple regression analysis
KW  - North Carolina
KW  - Signalized intersections
KW  - Traffic data
KW  - Traffic safety
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2003-07FinalReport.pdf
UR  - http://ntl.bts.gov/lib/25000/25000/25044/2003-07FinalReport.pdf
UR  - https://trid.trb.org/view/760257
ER  - 

TY  - RPRT
AN  - 01003752
AU  - Khattak, Asad J
AU  - Stone, John R
AU  - Letchworth, William E
AU  - Rasmussen, Ben K
AU  - Schroeder, Bastian J
AU  - University of North Carolina, Chapel Hill
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Traditional Neighborhood Development Trip Generation Study
PY  - 2005/02//Final Report
SP  - 275p
AB  - Since the beginning of the new urbanist movement, alternately referred to as Traditional Neighborhood Developments (TNDs), planners and architects have touted their neighborhood and community designs for reducing residents' reliance on the automobile by creating compact, mixed use, and pedestrian-friendly developments.  However, researchers have not explicitly examined how travel behavior and traffic impacts differ in a tightly controlled comparison of conventional and traditional developments.  Additionally, current forecasting models and trip generation procedures need to be tested for their applicability to these new developments.  This report aims to fill that void by studying a matched-pair of neighborhoods:  one conventional and one traditional.  The neighborhoods are located in the Chapel Hill/Carrboro area of North Carolina.  Traffic counts were taken at all entrances and exits to the developments, and a detailed behavioral survey of the residents was conducted in the two neighborhoods during 2003.  The results show that households in Southern Village, the TND, make about the same amount of total trips, but significantly fewer automobile trips, fewer external trips and they travel fewer miles, when compared to households in the conventional neighborhoods.  However, this reduction of trips in a suburban environment does little to decrease delay at "over-designed" intersections along major highways.  Finally, ITE trip generation methods and rates are acceptable for predicting the trip generation of the study neighborhoods.  The implications of these results are discussed in the report.
KW  - Carrboro (North Carolina)
KW  - Case studies
KW  - Chapel Hill (North Carolina)
KW  - Households
KW  - Impact studies
KW  - Neighborhoods
KW  - New urbanism
KW  - Real estate development
KW  - Suburbs
KW  - Traffic counts
KW  - Travel behavior
KW  - Travel surveys
KW  - Trip generation
KW  - Vehicle miles of travel
UR  - http://www.ncdot.org/planning/development/research/download/2003-13FinalReport.pdf
UR  - https://trid.trb.org/view/759889
ER  - 

TY  - RPRT
AN  - 01003356
AU  - Fitzpatrick, Kay
AU  - Wooldridge, Mark D
AU  - Blaschke, Joseph D
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Urban Intersection Design Guide: Volume 2 - Applications
PY  - 2005/02
SP  - 324p
AB  - Intersections are an important part of a highway facility because the efficiency, safety, speed, cost of operation, and capacity of the facility depend on their design to a great extent.  Each intersection involves through- or cross-traffic movements on one or more of the highways and may involve turning movements between these highways.  Such movements may be facilitated by various geometric designs and traffic controls, depending on the type of intersection.  The main objective of intersection design is to facilitate the convenience, comfort, and safety of people traversing the intersection while enhancing the efficient movement of motor vehicles, buses, trucks, bicycles, and pedestrians.  In order to design intersections that are both functional and effective, designers need current information regarding intersection design that is easily accessible and in a user-friendly format.  The prime objective of the Texas Department of Transportation (TxDOT) Project 0-4365 is to produce this reference document, the "Urban Intersection Design Guide," to provide this information.  This document is presented in two volumes, of which this is Volume 2 - Applications.  This project is designed to provide TxDOT and other interested parties with useful and practical information on operations and design for intersections.
KW  - Applications
KW  - Geometric design
KW  - Guidelines
KW  - Highway traffic control
KW  - Intersections
KW  - Urban areas
UR  - http://ntl.bts.gov/lib/24000/24900/24988/Final_0-4365-P2-Vol-2.pdf
UR  - https://trid.trb.org/view/759657
ER  - 

TY  - RPRT
AN  - 01003355
AU  - Fitzpatrick, Kay
AU  - Wooldridge, Mark D
AU  - Blaschke, Joseph D
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Urban Intersection Design Guide: Volume 1 - Guidelines
PY  - 2005/02
SP  - 382p
AB  - Intersections are an important part of a highway facility because the efficiency, safety, speed, cost of operation, and capacity of the facility depend on their design to a great extent.  Each intersection involves through- or cross-traffic movements on one or more of the highways and may involve turning movements between these highways.  Such movements may be facilitated by various geometric designs and traffic controls, depending on the type of intersection.  The main objective of intersection design is to facilitate the convenience, comfort, and safety of people traversing the intersection while enhancing the efficient movement of motor vehicles, buses, trucks, bicycles, and pedestrians.  In order to design intersections that are both functional and effective, designers need current information regarding intersection design that is easily accessible and in a user-friendly format.  The prime objective of the Texas Department of Transportation (TxDOT) Project 0-4365 is to produce this reference document, the "Urban Intersection Design Guide," to provide this information.  This document is presented in two volumes, of which this is Volume 1 - Guidelines.  This project is designed to provide TxDOT and other interested parties with useful and practical information on operations and design for intersections.
KW  - Geometric design
KW  - Guidelines
KW  - Highway traffic control
KW  - Intersections
KW  - Urban areas
UR  - https://trid.trb.org/view/759656
ER  - 

TY  - RPRT
AN  - 01001563
AU  - Carson, Jodi L
AU  - Holick, Andrew
AU  - Park, Eun Sug
AU  - Wooldridge, Mark
AU  - Zimmer, Richard A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development and Evaluation of an Active Warning Device for School Bus Loading and Unloading Points in Areas of Limited Visibility
PY  - 2005/02
SP  - 102p
AB  - The primary objectives of this research project were:  (1) to develop an active advance warning device (AAWD) comprised of an actuated flashing beacon supplement to a conventional SCHOOL BUS STOP AHEAD sign (S3-1) and (2) to evaluate its effect on driver performance and safety through school bus loading and unloading zones.  Secondary objectives were to summarize system components and costs, develop an activation strategy, review the liability risk, review national experience related to safety, and provide guidance regarding specifications and use in Texas.  With respect to safety, 37 of 46 studies reported a positive effect resulting from AAWDs.  Findings from field studies conducted in Texas also suggest favorable results with confirmed reductions in vehicle approach speeds when the flashing beacon was activated.  Costs for the final AAWD are estimated to be $2,000 for the S3-1 sign and flashing beacons and $2,600 for the flashing beacon activation system, not including sign installation or ongoing maintenance and operations costs.  A review of published literature and historic case law suggests minimal additional liability risk above what is already experienced by transportation departments.  Unique areas of risk relate to "jurisdictional responsibility" for establishing, operating, and maintaining school bus loading and unloading zones and the hazard expectation tied to the flashing beacon activation (i.e., motorists may not exercise the same degree of caution when the bus is not present and the beacons are not flashing despite children being present at the bus stop).  Given the favorable safety impacts, the low system cost, and the minimal additional liability risk incurred, the AAWD is recommended for further implementation.
KW  - Costs
KW  - Field studies
KW  - Flashing beacons
KW  - Liability
KW  - Loading and unloading
KW  - School buses
KW  - School safety
KW  - Traffic safety
KW  - Warning devices
UR  - http://tti.tamu.edu/documents/0-4749-1.pdf
UR  - https://trid.trb.org/view/757455
ER  - 

TY  - RPRT
AN  - 01002816
AU  - Ruiz, J Mauricio
AU  - Rasmussen, Robert O
AU  - Chang, George K
AU  - Dick, Jason C
AU  - Nelson, Patricia K
AU  - Transtec Group, Incorporated
AU  - Federal Highway Administration
TI  - Computer-Based Guidelines for Concrete Pavements. Volume II--Design and Construction Guidelines and HIPERPAV II User's Manual
PY  - 2005/02//Final Report
SP  - 173p
AB  - This report documents enhancements incorporated in the "HIgh PERformance PAVing" [HIPERPAV (Registered trademark)] II software.  Enhancements made within this project include the addition of two major modules:  a module to predict the performance of Jointed Plain Concrete Pavement (JPCP) as affected by early-age factors and a module to predict the early-age behavior (first 72 hr) and early life (up to 1 yr) of Continuously Reinforced Concrete Pavement (CRCP).  Two additional Federal Highway Administration studies were also incorporated:  one that predicts dowel bearing stresses as a function of environmental loading during the early age and a module for optimization of concrete paving mixes as a function of 3-day strength, 28-day strength, and cost.  Additional functionality to the software also was incorporated by reviewing and prioritizing the feedback provided by users of the first generation of the software, HIPERPAV I.  This volume provides a comprehensive set of guidelines useful in designing and constructing both JPCP and CRCP.  In addition, this document provides sample case studies that illustrate the proper use of HIPERPAV II to optimize concrete pavement behavior and contains a user's manual for HIPERPAV II.
KW  - Case studies
KW  - Computer program documentation
KW  - Concrete pavements
KW  - Continuously reinforced concrete pavements
KW  - Guidelines
KW  - HIPERPAV (Computer program)
KW  - Optimization
KW  - Pavement design
KW  - Road construction
KW  - Software
KW  - Software enhancements
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/04122/04122.pdf
UR  - https://trid.trb.org/view/758859
ER  - 

TY  - RPRT
AN  - 01002026
AU  - Ellis, Ralph
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Procedures for Utilizing Pit Proctors in the FDOT Construction Process for Construction of Pavement Base Materials
PY  - 2005/02//Final Report
SP  - 75p
AB  - An investigation of the feasibility of establishing density proctors for mine sources providing pavement base materials to Florida Department of Transportation projects was conducted.  Research procedure involved statistical analysis of test data from 69 mines for the period 1999-2004.  Additionally, field densities and field laboratory proctor densities were compared to mine test values.  Procedures for offering an option to utilize a previously established mine proctor in lieu of laboratory proctor testing of project delivered material was suggested.  The proposed alternative would eliminate the 4 to 5 day waiting time for laboratory proctor results.
KW  - Base course (Pavements)
KW  - Density
KW  - Materials tests
KW  - Mineral aggregates
KW  - Mines
KW  - Pits
KW  - Quality control
KW  - Test procedures
UR  - https://trid.trb.org/view/757648
ER  - 

TY  - RPRT
AN  - 01001997
AU  - Ellis, Ralph
AU  - Washburn, Scott S
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Developing Improved Procedures for Business Accommodation on Transportation Construction Projects
PY  - 2005/02//Final Report
SP  - 126p
AB  - Recognizing that transportation construction projects can adversely impact adjacent businesses, the Florida Department of Transportation sponsored this research project with two primary objectives:  to determine the business accommodation needs and priorities for different types of businesses; and to develop strategies for improving business accommodation during transportation construction projects.  Business managers of businesses located within highway construction work zones were interviewed concerning their experiences and needs.  Focus group meetings of business representatives were conducted.  Current planning, design and construction management processes were reviewed with regard to business accommodation issues.  Strategies for improving business accommodation were developed.  This research resulted in the development of a Business Survey Specification and Survey Document.
KW  - Businesses
KW  - Construction management
KW  - Construction projects
KW  - Customer satisfaction
KW  - Economic impacts
KW  - Focus groups
KW  - Interviewing
KW  - Questionnaires
KW  - Road construction
KW  - Strategic planning
KW  - Surveys
KW  - Work zones
UR  - https://trid.trb.org/view/757649
ER  - 

TY  - RPRT
AN  - 01001595
AU  - Chang-Albitres, Carlos M
AU  - Krugler, Paul E
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - A Summary of Knowledge Management Information Gathered from Literature, Web Sites, and State Departments of Transportation
PY  - 2005/02
SP  - 50p
AB  - This product documents the information gathered and reviewed by the research team during the initial task of this project.  The assessment of knowledge management state-of-the-art included a review of books, technical papers, articles, web sites, and software products.  In addition, the research team interviewed knowledge management program planners from the Pennsylvania Department of Transportation and the Virginia Department of Transportation.  The purpose of this review was to assure that the Texas Department of Transportation and the research team benefit from earlier knowledge management concept development as well as the experiences of others.
KW  - Interviewing
KW  - Knowledge management
KW  - Literature reviews
KW  - Managerial personnel
KW  - Software
KW  - State of the art studies
KW  - Websites (Information retrieval)
UR  - http://tti.tamu.edu/documents/0-4505-P1.pdf
UR  - http://ntl.bts.gov/lib/56000/56100/56116/TX-0-4505-P1.PDF
UR  - https://trid.trb.org/view/757465
ER  - 

TY  - RPRT
AN  - 01001579
AU  - Lomax, Timothy J
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Incorporating the Effect of Operational Improvements in the Texas Congestion Index Estimation Process
PY  - 2005/02
SP  - 32p
AB  - The Texas Metropolitan Mobility Plan (TMMP) includes estimates of congestion derived from the regional transportation planning models.  This report describes modifications to the output statistics to incorporate the effects of freeway entrance ramp metering, freeway incident management, arterial signal coordination and arterial street access management.  The technique was applied to the base year models for the eight TMMP study regions.  The technique uses locally available data and an Excel (Registered trademark) spreadsheet-based process.
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Estimating
KW  - Freeways
KW  - Incident management
KW  - Mathematical models
KW  - Ramp metering
KW  - Spreadsheets
KW  - Texas
KW  - Traffic congestion
KW  - Traffic signal control systems
KW  - Transportation planning
UR  - https://trid.trb.org/view/757454
ER  - 

TY  - RPRT
AN  - 01001565
AU  - Fry, Gary T
AU  - Bailey, Breanna M
AU  - Farr, Justin L
AU  - Elliott, Jeffrey E
AU  - Keating, Peter B
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Behavior and Design of Dapped Steel Plate Girders
PY  - 2005/02
SP  - 174p
AB  - The objective of this project is to provide a technical basis for the standardized design of dapped girder ends on steel highway bridges.  The dapped end girder details investigated in this project, both as test specimens and analytical models, were based upon designs that are in service in the state of Texas.  Analytical and full-scale experimental investigations were performed to provide information about the fatigue behavior and the ultimate strength behavior of the dapped girder ends considered in the study.  Several engineering recommendations are forwarded based upon the results of the investigations.
KW  - Dapped girder ends
KW  - Design
KW  - Fatigue (Mechanics)
KW  - Finite element method
KW  - Girders
KW  - Highway bridges
KW  - Mathematical models
KW  - Prototype tests
KW  - Steel plates
KW  - Ultimate strength
UR  - http://d2dtl5nnlpfr0r.cloudfront.net/tti.tamu.edu/documents/0-2102-1.pdf
UR  - https://trid.trb.org/view/757464
ER  - 

TY  - RPRT
AN  - 01001557
AU  - Chrysler, Susan T
AU  - Schrock, Steven D
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Field Evaluations and Driver Comprehension Studies of Horizontal Signing
PY  - 2005/02
SP  - 86p
AB  - This report presents field studies in response to horizontal signing applications and a driver comprehension study of route guidance pavement markings.  Speed reduction treatments included simple transverse lines, CURVE AHEAD text, CURVE text with advisory speed, and curve arrows with advisory speed.  Research showed that warnings with advisory speeds were more effective than those that simply warned of an upcoming curve.  Directional arrows on two-way frontage roads to reduce wrong-way movements were also evaluated.  One site was evaluated in a before-after study and showed a great reduction of wrong-way movements after installation of directional arrows at the terminus of the freeway exit ramp.  Researchers also assessed driver comprehension of an assortment of route guidance shields, text, and curve warnings.  Drivers preferred route shields to text for exit lane assignment.  Drivers demonstrated good comprehension of curve warning treatments.
KW  - Advisory speed signing
KW  - Before and after studies
KW  - Comprehension
KW  - Directional arrows
KW  - Field studies
KW  - Frontage roads
KW  - Highway curves
KW  - Off ramps
KW  - Road markings
KW  - Route guidance
KW  - Route signs
KW  - Traffic signs
KW  - Warning signs
KW  - Wrong way driving
UR  - https://trid.trb.org/view/757457
ER  - 

TY  - RPRT
AN  - 01001477
AU  - Mitchell, Gayle F
AU  - Masada, Teruhisa
AU  - Sargand, Shad M
AU  - Tarawneh, Bashar
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Risk Assessment and Update of Inspection Procedures for Culverts
PY  - 2005/02//Final Report
SP  - 428p
AB  - A new culvert inspection rating system was developed by the Ohio Department of Transportation (ODOT) and described in their 2003 Culvert Inspection Manual.  The Ohio Research Institute for Transportation and the Environment (ORITE) developed a proposed rating system and tested it and the ODOT system on 60 culverts in 8 of 12 ODOT Districts across the state:  25 concrete culverts, 25 metal culverts, and 10 thermoplastic pipe culverts.  The ODOT rating system rates 16 items on a 0 to 9 point scale, while the proposed system considers 30-33 items on the same 0 to 9 point scale.  This scale represents an improvement over the 4-point (good, fair, poor, critical) scale in use in Ohio since 1982.  The inspection results indicate that concrete culverts have a service life limited to 70-80 years, and metal culverts have a service life limited to 60-65 years.  A multivariable regression analysis of the inspection data found that for concrete culverts, age and pH were significant factors in both rating systems, while drainage flow abrasiveness was also a significant factor in the ODOT system.  For the concrete culverts, the ODOT system had a higher adjusted R-squared value and detected more significant factors; the adjusted R-squared values were 0.45 and 0.39 for the ODOT and proposed systems, respectively.  A larger sample size would have improved the level of accuracy and the number of significant factors.  The multivariable analysis of the metal culvert inspection data found that the significant factors were age, rise, and culvert type.  Abrasiveness, pH, and flow velocity were also significant factors in the proposed system.  The proposed system had a higher adjusted R-squared value and detected more significant factors; the adjusted R-squared values were 0.75 and 0.43 for the proposed and ODOT systems, respectively.  The sample size of thermoplastic culverts was too small to permit a meaningful statistical analysis.  A risk assessment of the culverts was conducted based on the NCHRP Report 251 using an adjusted overall culvert rating.  The adjusted ratings for the concrete culverts were between 2 and 6 in both systems, with one culvert requiring a highest priority of maintenance immediacy of action and two requiring high priority maintenance immediacies of action; the rest were rated between 4 (priority for the current season) and 6 (schedule work by the end of next season).  Results for the metal culverts were similar, with the exception that only two culverts required a high level of maintenance immediacy of action.  The adjusted ratings for the thermoplastic pipe culverts ranged from 6 (add to scheduled work by end of next season) to 9 (no repairs needed) in the ODOT system and from 5 (place in current season schedule at first reasonable opportunity) to 9 (no repairs needed) in the proposed system.  A number of innovative culvert rehabilitation techniques were discussed, including slip-lining, cured-in-place pipe, invert replacement using concrete or gunite, filling voids, and repairing sleeves for localized problems.
KW  - Concrete culverts
KW  - Culverts
KW  - Innovation
KW  - Inspection
KW  - Maintenance management
KW  - Metal culverts
KW  - Multivariate analysis
KW  - Procedures
KW  - Ratings
KW  - Regression analysis
KW  - Rehabilitation (Maintenance)
KW  - Risk assessment
KW  - Thermoplastic pipe culverts
UR  - http://www.dot.state.oh.us/research/2005/Hydraulics/14813FR.pdf
UR  - http://ntl.bts.gov/lib/56000/56000/56064/OH_14813FR.PDF
UR  - https://trid.trb.org/view/757130
ER  - 

TY  - RPRT
AN  - 01001459
AU  - Chou, Eddie Y
AU  - Fournier, Laurent
AU  - Wielinski, Jason
AU  - Rao, Chetana
AU  - Titus-Glover, Leslie
AU  - University of Toledo
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Guidelines for Subgrade Treatment
PY  - 2005/02//Final Report
SP  - 129p
AB  - The Ohio Department of Transportation has recently developed guidelines for subgrade treatments to be used during plan development and construction.  This study evaluates these guidelines by comparing them with existing guidelines developed elsewhere and validating them through comparison of the actual treatment methods and quantities used with those suggested by the guidelines.  Soil boring data and construction record from 7 reconstruction and 2 new construction projects were obtained.  Actual treatment methods and quantities were obtained from the project field offices.  Dynaflect deflection data, when available, were analyzed to determine their usefulness in subsurface assessments.  "Geotechnical Bulletin GB1 on Plan Subgrades" criteria for excess moisture content predicted the undercut quantity reasonably well, but the criteria for acceptable moisture content tend to underpredict the undercut quantity in many cases, likely due to increased soil moisture content after removal of existing pavement.  For reconstruction projects, the average undercut depths (i.e., the overall undercut quantities) versus the corresponding SPT N sub L values seem to fall reasonably well within the upper bound provided in the Section 204 guidelines.  However, the actual undercut depths vary significantly even for soils with similar or same N sub L values.  Actual undercut depth and quantity are somewhat correlated with the average SPT N sub L value, Dynaflect W5 deflection, and soil moisture content.  The regression equation developed has a coefficient of determination (or R-squared value) as high as 0.71.
KW  - Deflection
KW  - Dynaflect
KW  - Guidelines
KW  - Moisture content
KW  - Soil penetration test
KW  - Subgrade (Pavements)
KW  - Treatment
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A58844442
UR  - https://trid.trb.org/view/757124
ER  - 

TY  - RPRT
AN  - 01001278
AU  - Stoeckenius, Till E
AU  - Rao, Sandhya
AU  - Environ International Corporation
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Effective Control Measures at High Particulate Pollution Areas: Analysis of Data from the 2002 Phoenix Greenwood Study
PY  - 2005/02//Final Report
SP  - 47p
AB  - Annual average PM10 concentrations at the Greenwood monitoring station in western Phoenix have exceeded the Environmental Protection Agency's (EPA's) annual average air quality standard and are higher on average than values observed at the West Phoenix monitor, which is located just 2.2 mi (3.5 km) to the northwest.  While the West Phoenix site is in a residential area away from any major thoroughfares, the Greenwood monitor is located just 330 ft (0.10 km) south of I-10 and within a half mile of the heavily traveled I-10/I-17 interchange.  Data collected during a field measurement program conducted in the spring of 2000 were analyzed to determine the extent to which the nearby roadways influence PM10 levels at Greenwood.  Analyses of the field data showed evidence of stronger on-road mobile source impacts at Greenwood than at other nearby sites, including West Phoenix.  Dispersion modeling of mobile source emissions showed that on-road sources contribute 3.6 to 4.2 times as much PM10 at Greenwood as at three nearby sites (West Phoenix, Autoyard, and the Phoenix Supersite).  These results were combined with monitoring data, a recent PM2.5 emissions inventory for Phoenix, and results of a receptor modeling study at Supersite to estimate that the average on-road mobile source PM10 impact at Greenwood is approximately 30 microg/cu m, which represents 54% of the total observed PM10.  Local traffic sources within roughly a half-mile radius of Greenwood are estimated to account for 66% of the total mobile source impact or approximately 20 microg/cu m or 36% of the total observed PM10.
KW  - Air quality
KW  - Dispersion models
KW  - Field data
KW  - Interchanges
KW  - Interstate highways
KW  - Mobile sources
KW  - Particulates
KW  - Phoenix (Arizona)
KW  - Residential areas
KW  - Road dust
KW  - Standards
UR  - http://ntl.bts.gov/lib/24000/24900/24967/AZ496.pdf
UR  - https://trid.trb.org/view/756884
ER  - 

TY  - RPRT
AN  - 01001253
AU  - Kalny, Ondrej
AU  - Peterman, Robert J
AU  - Kansas State University, Manhattan
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Investigation of a Fiber Reinforced Composite Honeycomb Deck for Bridge Applications
PY  - 2005/02//Final Report
SP  - 118p
AB  - This report focuses mainly on the evaluation of stiffness and ultimate load-carrying capacity of Glass Fiber Reinforced Polymer (GFRP) honeycomb sandwich panels, with a sinusoidal core, used in bridge applications.  Evaluation of fatigue performance is also included.  Sixteen full scale panels with cross-section depths ranging from 5 in. (125 mm) to 31.5 in. (800 mm), instrumented with electrical resistance strain gages, displacement transducers, acoustic emission sensors and optical fibers for strain measurement, have been tested.  A complete summary of experimental results is provided for each test, typically in the form of graphs of load vs. deflection and load vs. strain for all measured channels and photographs of failure modes.  Coupon tests and shear tests on double lap specimens provided information about constituent material properties.  The effect of width-to-depth ratio on unit stiffness was shown to be insignificant for panels with a constant depth of 6 in. (150 mm) and width-to-depth ratios between one and five.  A simple analytical formula for bending and shear stiffness, based on the material properties and geometry of a transformed section, was found to predict deflections within 20% accuracy.  Although some factors influencing the ultimate load carrying capacity were clearly identified in this study, a reliable analytical prediction of the ultimate flexural capacity was not attained.  This is due to the fact that failures occur in the bond lines between the outer faces and core, and that significant geometric variations along these bond lines can exist due to the wet layup process--even for theoretically identical specimens.  Therefore, the use of wraps or internal ties (seven tested specimens had external wraps) is recommended.  This serves to strengthen the relatively weak core-face interface and, as the research suggests, it could bring more consistency in determining the ultimate load-carrying capacity by shifting the ultimate failure from the resin bond material to the glass fibers.  A preliminary proposal for design procedure of such wraps is presented.  Finally, several 3D Finite Element models were developed and analyzed in order to better understand the behavior of these complex structural systems.
KW  - Bearing capacity
KW  - Bridge decks
KW  - Deflection
KW  - Design methods
KW  - Fatigue (Mechanics)
KW  - Finite element method
KW  - Glass fiber reinforced plastics
KW  - Honeycomb structures
KW  - Laboratory tests
KW  - Panels
KW  - Sandwich construction
KW  - Stiffness
KW  - Strain measurement
KW  - Wraps (Structural reinforcement)
UR  - ftp://ftp.mdt.mt.gov/research/LIBRARY/FHWA-KS-04-1.PDF
UR  - http://ntl.bts.gov/lib/55000/55700/55782/FHWA-KS-04-1.PDF
UR  - http://ntl.bts.gov/lib/55000/55700/55783/FHWA-KS-04-1-PART2.PDF
UR  - https://trid.trb.org/view/756855
ER  - 

TY  - CONF
AN  - 01000997
AU  - Turnbull, Katherine F
AU  - Texas Transportation Institute
AU  - Battelle
AU  - Federal Highway Administration
TI  - Managing Travel for Planned Special Events: First National Conference Proceedings, December 1-3, 2004, New Orleans, Louisiana
PY  - 2005/02//Technical Report
SP  - n.p.
AB  - This report documents the proceedings of the Managing Travel for Planned Special Events: First National Conference. The Conference was held in New Orleans, Louisiana on December 1-3, 2004. The proceedings summarize the presentations from the plenary sessions and the breakout sessions. The breakout sessions were organized into eight tracks. The topics of these eight tracks were Regional Planning and Coordination; Event-Specific Operations Planning; Traffic Management and Security Plans for Stadiums and Arenas; Intelligent Transportation Systems (ITS) Support and Applications; Traffic Management Plans; Transit and Travel Demand Management; Security and Contingency Planning; and Traffic Management Team Day-of-Event Activities. These planned special events are important components of the economy wherever they are held, whether in major cities, small communities, or rural venues. In addition, planned special events can greatly affect the area's traffic and the transportation system. Managing travel for special events requires the coordinated efforts of transportation and transit agencies, law enforcement and emergency services departments, security personnel, venue operators, and other groups. These proceedings provide information of use to transportation professionals and other individuals in planning and operating transportation systems for special events. This document may be found at the FHWA website http://ops.fhwa.dot.gov/program_areas/sp-evnts-mgmt.htm.
U1  - Managing Travel for Planned Special EventsAmerican Association of State Highway and Transportation Officials (AASHTO)American Public Transportation AssociationAmerican Public Works AssociationFederal Highway AdministrationInstitute of Transportation Engineers (ITE)ITS AmericaNational Trust for Historic PreservationPublic Technology, IncorporatedTransportation Research Board Committee on Freeway OperationsTransportation Research Board Traffic Signal Systems Committee511 Deployment CoalitionNew Orleans,Louisiana,United States StartDate:20041201 EndDate:20041203 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Public Transportation Association, American Public Works Association, Federal Highway Administration, Institute of Transportation Engineers (ITE), ITS America, National Trust for Historic Preservation, Public Technology, Incorporated, Transportation Research Board Committee on Freeway Operations, Transportation Research Board Traffic Signal Systems Committee, 511 Deployment Coalition
KW  - Arenas
KW  - Conferences
KW  - Coordination
KW  - Intelligent transportation systems
KW  - Management
KW  - Operations
KW  - Planning
KW  - Public transit
KW  - Regional planning
KW  - Security
KW  - Special events
KW  - Stadiums
KW  - Traffic control
KW  - Travel
KW  - Travel demand management
UR  - http://www.ops.fhwa.dot.gov/program_areas/conf1204/index.htm
UR  - https://trid.trb.org/view/756680
ER  - 

TY  - RPRT
AN  - 01000949
AU  - Fitzpatrick, Kay
AU  - Schneider, William H
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Turn Speeds and Crashes within Right-Turn Lanes
PY  - 2005/02
SP  - 88p
AB  - Right-turn lanes are used to provide space for the deceleration and storage of turning vehicles and to separate the turning vehicles from the through movement.  When larger corner radii are used at the right turn, vehicles can turn at higher speeds (thereby minimizing the speed differential between turning and through vehicles) and can more efficiently merge with the cross-street traffic.  A concern with the higher operating speed is the challenge it provides pedestrians attempting to cross the street.  Equations are available for predicting speeds on a horizontal curve; however, these equations should not be used for predicting speeds in a right turn.  This project analyzed the impact of right-turn lane treatments on vehicle speeds and vehicle safety using nine intersections for the safety study and 18 approaches for the speed study.  Each approach for the speed study had an exclusive right-turn lane that was separated from the through lane with either a lane line or with a raised corner island.  The corner radii ranged between 27 and 86 ft.  The speed study included only free-flow right-turning vehicles.  The 85th percentile speed near the middle of the right turn ranged from 13 to 21 mph while on the approach it ranged from 17 to 29 mph.  Speed prediction equations were developed.  For the nine intersections included in the crash study, the monthly crash rate for a shared lane with island (0.67 right-turn crashes per approach per year) was the highest of the treatments studied.  The next highest was the right-turn lane with island design with 0.21 right-turn crashes per approach per year.
KW  - 85th percentile speed
KW  - Crash rates
KW  - Intersections
KW  - Operating speed
KW  - Pedestrian safety
KW  - Right turn lanes
KW  - Turning radius
UR  - https://trid.trb.org/view/756701
ER  - 

TY  - RPRT
AN  - 01001014
AU  - Wornum, Christopher
AU  - Hodge, Daniel
AU  - Weisbrod, Glen
AU  - Colby, Julie
AU  - Lynch, Teresa
AU  - Payne, Rod
AU  - Benson, Mark
AU  - Ang-Olson, Jeff
AU  - Cambridge Systematics, Incorporated
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Montana Highway Reconfiguration Study
PY  - 2005/02//Final Report
SP  - 330p
AB  - The 2001 Montana State legislature and Governor’s Office directed the Department (MDT) to conduct a study examining the economic impact of reconfiguring the State’s major two-lane highways. To achieve this overall goal, the Governor created the Reconfiguration Study Steering Committee (RSSC) to guide the Highway Reconfiguration Study. The RSSC developed a scope of work for a consultant team that called for the development of an analytical tool box that would give MDT the ability to evaluate the economic benefits and costs of highway investments anywhere in the State that could be expected to generate significant economic benefits for the State as a whole. The consultant team, led by Cambridge Systematics, Inc., evaluated all of the available tools used for state-of the-practice benefit/cost analysis of highway investments. Their findings led to their development of the Highway Economic Analysis Tool (HEAT). HEAT combines seven automated and linked modules into a software package that MDT will operate in-house. Once fully tested, HEAT will become a fourth performance measure for MDT’s Performance Programming Process (P3), which at present includes bridge preservation, pavement preservation, and congestion relief.
KW  - Benefit cost analysis
KW  - Economic impacts
KW  - Highway Economic Analysis Tool (HEAT)
KW  - Investments
KW  - Montana
KW  - Reconfiguration
KW  - Software packages
KW  - Two lane highways
UR  - http://www.mdt.mt.gov/research/reconfigstdy/
UR  - http://ntl.bts.gov/lib/45000/45800/45857/final_report79.pdf
UR  - https://trid.trb.org/view/756738
ER  - 

TY  - RPRT
AN  - 00989310
AU  - Kranc, S C
AU  - Cromwell, C J
AU  - Rabens, C J
AU  - Collier, N
AU  - Fast, B
AU  - University of South Florida, Tampa
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - EXPERIMENTAL INVESTIGATION AND ANALYSIS OF FLOW UNDER BARRIER WALLS
PY  - 2005/02
SP  - 61 p.
AB  - This report details a performance analysis for flow through inertial attenuators currently used by the Florida Department of Transportation for pavement drainage.  Experiments were conducted using full size models of one inlet configuration (Index 415 barrier) and empirical relationships for capacity were derived.  A computational model for system design was formulated from this information.
KW  - Barriers (Roads)
KW  - Drainage
KW  - Mathematical models
KW  - Performance
KW  - Prototype tests
KW  - Runoff
KW  - System design
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_RD/FDOT_BC353_27_rpt.pdf
UR  - https://trid.trb.org/view/755077
ER  - 

TY  - RPRT
AN  - 00989264
AU  - Kumarasena, S
AU  - Jones, N P
AU  - Irwin, P
AU  - Taylor, P
AU  - HNTB Corporation
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - WIND INDUCED VIBRATION OF STAY CABLES
PY  - 2005/02
SP  - 260 p.
AB  - Cable-stayed bridges have become the form of choice over the past several decades for bridges in the medium to long span range.  In some cases serviceability problems involving large amplitude vibrations of stay cables under certain wind and rain conditions have been observed.  This study was conducted in order to develop a set of consistent design guidelines for mitigation of excess cable vibration on cable-stay bridges.  In order to accomplish this objective the Project Team started with a thorough review of existing literature to determine the state of knowledge and identify any gaps that must be filled in order to enable the formation of a consistent set of design recommendations.  This review indicated that while the rain/wind problem is known in sufficient detail, galloping of dry inclined cables was the most critical wind-induced vibration mechanism in need of further experimental research.  A series of wind-tunnel tests was performed to study this mechanism.  Analytical and experimental research was performed to study mitigation methods, covering a range of linear and nonlinear dampers and cross-ties. The study also included brief studies on live load induced vibration and establishing driver/pedestrian comfort criteria. Based on the above, design guidelines for mitigation of wind-induced vibrations of stay cables were developed.
KW  - Bridge design
KW  - Cable stayed bridges
KW  - Comfort
KW  - Dampers
KW  - Drivers
KW  - Galloping of cables
KW  - Guidelines
KW  - Literature reviews
KW  - Live loads
KW  - Pedestrians
KW  - Railroad ties
KW  - Research
KW  - Testing
KW  - Vibration
KW  - Vibration control
KW  - Wind
KW  - Wind tunnels
UR  - http://library.modot.mo.gov/RDT/reports/Ri98034/RDT05004.pdf
UR  - http://ntl.bts.gov/lib/24000/24900/24932/RDT05004.pdf
UR  - https://trid.trb.org/view/755040
ER  - 

TY  - RPRT
AN  - 00989257
AU  - Stephens, J E
AU  - McKittrick, L R
AU  - Montana State University, Bozeman
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - PERFORMANCE OF STEEL PIPE PILE-TO-CONCRETE BENT CAP CONNECTIONS SUBJECT TO SEISMIC OR HIGH TRANSVERSE LOADING: PHASE II
PY  - 2005/02
SP  - 151 p.
AB  - The response of a concrete filled, steel pipe pile-to-concrete pile cap connection subjected to extreme lateral loads was experimentally and analytically investigated in this project. This connection is part of a bridge support system used by the Montana Department of Transportation that consists of a linear array of piles connected at the top by a concrete pile cap.  Five 1/2 size models of this connection were tested to failure under monotonically increasing and/or cyclic lateral loads.  The primary attribute of the connection that was varied between tests was the amount and layout of the reinforcing steel in the pile cap.  The depth of embedment of the pipe pile in the cap was held constant.  The first tests were done on lightly reinforced pile cap cross-sections, and failure occurred in the pile caps due to tensile cracking of the concrete and yielding of the reinforcing steel adjacent to the pile.  In subsequent connections, the amount of reinforcing steel in the cap was increased, and its arrangement was modified, until a plastic hinge occurred in the pipe pile before failure of the cap occurred.  The behavior of each connection was analyzed using hand calculations, strut and tie models, and solid finite element models.  The hand calculations accurately predicted the nature of the failure mechanism for each connection, but only poorly predicted the magnitude of the failure load.  The strut and tie models used in this investigation were created and analyzed using conventional structural analysis software.  The resulting models offered significant detail relative the response throughout the pile cap, but were unable to fully represent yielding of the reinforcing steel and the attendant redistribution of stresses within the cap.  Sufficiently promising results were obtained relative to predicting the load and location at which inelastic behavior will initiate, that this analysis methodology possibly should be pursued further.  Finally, though finite element models were not successfully used to model the damage cycle through cyclic loads as originally hoped, they did prove useful for extracting 3D information leading up to a state of permanent damage.  They also show immediate promise for modeling responses to monotonic load conditions, particularly for analysis where concrete damage is not the controlling failure mechanism.
KW  - Bridge substructures
KW  - Concrete
KW  - Cracking
KW  - Depth
KW  - Embedment (Building)
KW  - Failure
KW  - Finite element method
KW  - Lateral loads
KW  - Mathematical models
KW  - Pile caps
KW  - Piles (Supports)
KW  - Reinforcing steel
KW  - Scale models
KW  - Steel pipe
KW  - Structural analysis
KW  - Structural connection
KW  - Strut and tie method
KW  - Tensile strength
KW  - Testing
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/seismic/phaseii/final_report.pdf
UR  - http://www.mdt.mt.gov/research/projects/structures/seismic.shtml
UR  - http://ntl.bts.gov/lib/45000/45800/45870/final_report92.pdf
UR  - http://ntl.bts.gov/lib/45000/45800/45871/final_report93.pdf
UR  - https://trid.trb.org/view/755033
ER  - 

TY  - RPRT
AN  - 00989218
AU  - Ruiz, J M
AU  - Rasmussen, R O
AU  - Chang, G K
AU  - Dick, J C
AU  - Nelson, P K
AU  - Ferragut, T R
AU  - Transtec Group, Incorporated
AU  - Federal Highway Administration
TI  - COMPUTER-BASED GUIDELINES FOR CONCRETE PAVEMENTS. VOLUME I - PROJECT SUMMARY
PY  - 2005/02
SP  - 106 p.
AB  - This report documents enhancements incorporated in the HIigh PERformance PAVing (HIPERPAV) II software.  Enhancements made within this project include the addition of two major modules: a module to predict the performance of jointed plain concrete pavement (JPCP) as affected by early-age factors, and a module to predict the early-age behavior (first 72 hr) and early life (up to 1 yr) of continuously reinforced concrete pavement (CRCP).  Two additional Federal Highway Administration studies were also incorporated:  one that predicts dowel bearing stresses as a function of environmental loading during the early age, and a module for optimization of concrete paving mixes as a function of 3-day strength, 28-day strength, and cost. Additional functionality to the software was also incorporated by reviewing and prioritizing the feedback provided by users of the first generation of the software, HIPERPAV I.  To accomplish the above, an extensive literature search was conducted in search of mechanistic and mechanistic-empirical models that could be used for this purpose.  A system approach was followed for incorporating additional developments in the software following the same methodology employed during the development of the original HIPERPAV I software.  Evaluation of the enhancements was accomplished with the help of a Technical Expert Panel.  Likewise, validation of the model predictions was accomplished by employing existing databases and investigation of pavements during construction and in service.
KW  - Concrete pavements
KW  - Continuously reinforced concrete pavements
KW  - Guidelines
KW  - High performance concrete
KW  - Literature reviews
KW  - Optimization
KW  - Pavement design
KW  - Software
KW  - Software enhancements
KW  - Validation
UR  - http://www.hiperpav.com/downloads/FHWA-HRT-04-121.pdf
UR  - https://trid.trb.org/view/754995
ER  - 

TY  - RPRT
AN  - 00989214
AU  - Youtcheff, J
AU  - Wijayatilleke, N
AU  - Shenoy, A
AU  - Federal Highway Administration
TI  - EVALUATION OF THE LABORATORY ASPHALT STABILITY TEST
PY  - 2005/02
SP  - 50 p.
AB  - The Laboratory Asphalt Stability Test (LAST) was proposed by the researchers of the National Cooperative Highway Research Program (NCHRP) Project 9-10 as a possible new method to evaluate the storage stability of modified asphalts.  The test involved exposing the binders with and without mechanical agitation at elevated temperatures for extended lengths of time to assess the thermal stability of the binders.  The Federal Highway Administration was assigned the responsibility for evaluating the LAST.  The task involved (a) procuring a commercial version of the LAST, (b) correcting perceived deficiencies, and (c) evaluating the test method thoroughly.
KW  - Asphalt mixtures
KW  - Bituminous binders
KW  - Evaluation
KW  - Laboratory tests
KW  - Test procedures
KW  - Thermal stability
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/04111/04111.pdf
UR  - https://trid.trb.org/view/754991
ER  - 

TY  - RPRT
AN  - 00989194
AU  - Senn, L
AU  - Boselly, E
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - ARROWS EVALUATION
PY  - 2005/02
SP  - 24 p.
AB  - In a June 2002 meeting, winter maintenance managers at the Washington State Department of Transportation (WSDOT) said that more accurate forecasts, that told not only where but when inclement weather was due, would be a valuable tool to aid them in keeping Washington State highways safe and passable during winter months.  In response, the WSDOT Intelligent Transportation Systems (ITS) Office teamed with the University of Washington Department of Atmospheric Sciences to build weather information and forecasting Web pages specifically tailored to the managers' desires and needs.  The result was the development of the ARROWS Web pages, made available to all WSDOT winter maintenance managers for the 2003-2004 winter season. WSDOT subsequently conducted an in-house survey to determine what ARROWS users thought about the usefulness and presentation of information.  This report presents the results of that survey, which have been used as input to the continuing development of ARROWS.
KW  - Maintenance management
KW  - Road weather information systems
KW  - Surveys
KW  - Washington (State)
KW  - Weather forecasting
KW  - Websites (Information retrieval)
KW  - Winter maintenance
UR  - https://trid.trb.org/view/754978
ER  - 

TY  - RPRT
AN  - 00987785
AU  - Amini, F
AU  - Jackson State University
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - POTENTIAL APPLICATIONS OF PAVING FABRICS TO REDUCE REFLECTIVE CRACKING
PY  - 2005/02
SP  - 45 p.
AB  - Asphalt concrete overlay on the existing pavement is often used as a cost-saving surface treatment for deteriorating pavements. A major problem encountered with asphalt resurfacing is the phenomenon termed reflective cracking, the propagation of existing cracks from old or existing pavement into the new overlay.  Reflective cracking is one of the most significant factors in pavement deterioration.  It is caused by shear and tensile stresses in the asphalt layer induced by traffic loads, change in temperature, expansive subgrade soils, moisture changes, existing cracks, and joint and crack movements in the underlying pavement.  In this project, the available literature on the applications and effectiveness of stress-relieving interlayers, known as paving fabrics, to reduce reflective cracking is synthesized.  Basic functions of paving fabrics, fabric specifications, mechanism, long-term performance, life cycles and cost effectiveness, factors influencing performance, recent innovations, and lessons learned from installation are discussed.  In addition, a survey of the current paving fabric applications in the State of Mississippi was conducted to determine the various practices and performances of the paving fabric systems to reduce reflective cracking.  The field performance of overlays using fabric interlayers has generally been successful, although there have been cases where the paving fabric systems provided little or no improvements.  In particular, paving fabrics may not reduce cracking significantly with thin overlays.  A summary of current practices as well as possible directions for future research is reported.
KW  - Bituminous overlays
KW  - Cost effectiveness
KW  - Fabrics
KW  - Future
KW  - Innovation
KW  - Life cycle costing
KW  - Literature reviews
KW  - Mississippi
KW  - Performance
KW  - Reflection cracking
KW  - Research
KW  - Shear stress
KW  - Specifications
KW  - State of the practice
KW  - Stress relieving interlayers
KW  - Surveys
KW  - Tensile stress
UR  - http://ntl.bts.gov/lib/25000/25100/25102/FINAL_REPORT_SS_174.pdf
UR  - http://ntl.bts.gov/lib/44000/44500/44565/State_Study_174_-_Potential_Applications_of_Paving_Fabrics_to_Reduce_Reflective_Cracking.pdf
UR  - https://trid.trb.org/view/753658
ER  - 

TY  - RPRT
AN  - 00987711
AU  - Sippel, C
AU  - Cramer, S
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - EFFECTS OF GROUND GRANULATED BLAST FURNACE SLAG IN PORTLAND CEMENT CONCRETE
PY  - 2005/02
SP  - 70 p.
AB  - This research examined the impact of cement replacements with Grade 100 ground granulated blast furnace slag (GGBFS) on portland cement concrete performance.  GGBFS was used to replace 0%, 30% and 50% of cement in a series of mixes with w/cm = 0.45 where primary variables were coarse aggregate type, cement manufacturer, and curing regime.  The primary performance measures were compressive strength development and deicer freeze-thaw scaling resistance.  The results show that the amount of time needed to reach 3000 psi traffic opening strength more than doubled from 3 days to 7 days with 30% GGBFS and to 10 days with 50% GGBFS.  GGBFS concrete strength becomes comparable to ordinary portland cement concrete after 56 days.  Deicer freeze-thaw scaling tended to increase with increasing GGBFS levels and appeared to be tied to the level of carbonation at the surface.  Traditional curing methods were less effective with GGBFS concrete in providing a durable surface.  In summary, under certain conditions Grade 100 GGBFS can be used successfully in Wisconsin pavements.  The seemingly minor variations that result from different mix constituents in portland cement concrete appear to be accentuated in GGBFS concrete.  A 50% GGBFS cement replacement level usually results in unsatisfactory performance from primarily a scaling perspective.  A 30% GGBFS cement replacement level will often be acceptable but the outcome depends on the specific constituents and curing methods used.
KW  - Carbonation
KW  - Compressive strength
KW  - Concrete curing
KW  - Deicing chemicals
KW  - Freeze thaw durability
KW  - Granulated slag
KW  - Performance
KW  - Portland cement concrete
KW  - Scaling (Concrete)
KW  - Water cement ratio
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53318/0092-05-01%2520Final%2520Report.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/02-14afurnaceslag1.pdf
UR  - https://trid.trb.org/view/753616
ER  - 

TY  - RPRT
AN  - 00987649
AU  - Andereck, K L
AU  - Ng, E
AU  - Tourism Consultants
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - ARIZONA HIGHWAYS MAGAZINE'S IMPACT ON TOURISM: IMPROVING CONSTRUCTION COMMUNICATION
PY  - 2005/02
SP  - 84 p.
AB  - The purpose of this study was to: 1) examine the effect of "Arizona Highways Magazine" (AHM) on tourism to and in Arizona; 2) determine trip characteristics of AHM subscribers traveling in Arizona; and 3) calculate a benefit/cost ratio for AHM based on the magazine's cost and revenues as well as the value-added economic impact due to it's influence on travel.  Findings suggest that:  (1) A very high percentage of AHM subscribers have taken trips in Arizona over the past five years, with many visiting multiple times.  As well, many in-state subscribers have taken day trips in the state in the same time period, again often multiple times.  (2) Most out-of-state subscribers stay for about a week when they visit, most often traveling with a spouse or partner.  In-state subscribers are much more likely than other groups to travel with friends.  (3) Almost half of out-of-state subscribers stay in a hotel/motel while on their trips in Arizona, but quite a high percentage stay in a private home (friend or relative).  (4) Out-of-state subscribers are very likely to visit friends and family during the visit (about two-thirds), but they also drive to view scenery, engage in natural area activities as well as cultural heritage activities, and shop.  (5) Subscribers in general can be considered "product involved" when it comes to Arizona as a travel destination; they have very positive perceptions of the state as a destination and are very interested in learning more about it.  (6) Subscribers use AHM fairly extensively as a source of travel information. They report the magazine has substantially increased their interest in Arizona travel, and is helpful with respect to making travel plans.  Subscribers feel the photographs in the magazine especially increase their interest in traveling in Arizona.  (7) About 35% of out-of-state subscribers who visited in the past five years indicated that AHM influenced them to visit Arizona on their most recent trip.  Another 11% indicated they stayed some extra time due to AHM.  (8) In addition to its influence on visitors' decision to select Arizona as a destination, the magazine especially influenced decisions related to specific destinations or attractions and choices regarding travel routes.  (9) Subscribers have spent an average of over $136.4 million annually over the past five years, and $34.7 million of those expenditures can be directly attributed to AHM and its influence on the travel behavior of out-of-state subscribers.  Given AHM's annual cost of $9.6 million, this amounts to a benefit/cost ratio of 3.6 to 1 at the very least.
KW  - Advertising
KW  - Arizona
KW  - Arizona highways (Periodical)
KW  - Benefit cost analysis
KW  - Decision making
KW  - Economic impacts
KW  - Expenditures
KW  - Impacts
KW  - Tourism
KW  - Traveler information and communication systems
KW  - Travelers
UR  - http://ntl.bts.gov/lib/24000/24900/24973/AZ568.pdf
UR  - https://trid.trb.org/view/753551
ER  - 

TY  - RPRT
AN  - 00987628
AU  - Miller, J S
AU  - Goswami, A K
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - PROVIDING TECHNICAL ASSISTANCE IN AN ENVIRONMENT OF UNCERTAINTY: A CASE STUDY IN COORDINATING TRANSPORTATION AND LAND USE
PY  - 2005/02
SP  - 38 p.
AB  - This study examined the feasibility of just one approach to coordinating transportation and land use planning.  The lack of such coordination in the United States has been the subject of much criticism.  In rural areas, the locality usually controls land development decisions whereas the state generally controls transportation decisions.  In Virginia, Botetourt County and the Virginia Department of Transportation (VDOT) initiated a pilot planning process to coordinate transportation and land use planning.  In that process, VDOT personnel served as staff for the county, which was the client.  The immediate goal of this effort was a scenarios analysis.  Botetourt specified potential zoning scenarios for consideration, and VDOT estimated the likely impacts of each scenario on the immediate transportation network.  Botetourt benefited from this relationship by having access to engineering staff who can provide a quantitative analysis of delay at key intersections, and VDOT benefited by helping to ensure that Botetourt had the opportunity to consider the transportation impacts in its zoning decisions.  To support this scenarios development, three additional deliverables were developed:  a data element protocol, an action plan, and a template for replicating this process with other Virginia counties.  Seven steps comprise this template:  (1) define a problem statement quickly, imperfectly, and iteratively; (2) use quick updates to resolve shortcomings; (3) maintain momentum; (4) keep everyone updated equally; (5) recognize that the county is the client; (6) dedicate staff; and (7) end the process with a tangible deliverable.  Details of how these steps were accomplished are provided to facilitate the transfer of these lessons to other counties and VDOT.
KW  - Botetourt County (Virginia)
KW  - Case studies
KW  - Coordination
KW  - Forecasting
KW  - Impacts
KW  - Intergovernmental relations
KW  - Land use
KW  - Technical assistance
KW  - Transportation planning
KW  - Virginia Department of Transportation
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r20.pdf
UR  - http://ntl.bts.gov/lib/37000/37200/37219/05-r20.pdf
UR  - https://trid.trb.org/view/753530
ER  - 

TY  - RPRT
AN  - 00988036
AU  - Henry, Karen S
AU  - Olson, James P
AU  - Farrington, Stephen P
AU  - Lens, John
AU  - U.S. Army Cold Regions Research and Engineering Laboratory
AU  - Vermont Agency of Transportation
AU  - Federal Highway Administration
TI  - IMPROVED PERFORMANCE OF UNPAVED ROADS DURING SPRING THAW
PY  - 2005/02//Technical Report
SP  - 179 p.
AB  - Unpaved roads in Vermont are subject to deterioration from seasonal freezing and thawing, and many towns have roads that suffer chronic serviceability problems during the so-called "spring thaw," or mud season. Several techniques thought to mitigate deterioration of unpaved roads during spring thaw were constructed on test sections of unpaved roads in two towns. Each potential remedy was aimed at providing some combination of limiting the availability of moisture in the winter, improving drainage during spring, and strengthening the upper portion of the road. Each technique used local and/or commercially available materials, and all were easy to construct, i.e., a town road crew could build them. For two spring thaw seasons, the authors compared strength estimates based on dynamic cone penetrometer tests and the percentage of the road surface rutted for treated and control sections. Methods that permanently improved the strength of the top 12 inches of the road or decreased the water content of the upper 12 inches of the road resulted in significant performance improvement during spring thaw. Cement and cellular confinement systems worked well by improving the strength of the upper layers of the soil. Two new techniques--geowrap, comprising clean sand sandwiched by geotextile separators placed 12-18 inches deep, and the patented Geosynthetic Capillary Barrier Drain--provided benefit by keeping the upper layers of the soil relatively dry. Geogrid and geotextile separators placed 12 inch deep and trench drains parallel to the road provided no observable benefit.
KW  - Capillary water
KW  - Cement
KW  - Cone penetrometers
KW  - Drainage
KW  - Freeze thaw durability
KW  - Geogrids
KW  - Geosynthetics
KW  - Geotextiles
KW  - Geowrap
KW  - Moisture content
KW  - Mud
KW  - Pavement performance
KW  - Ruts (Pavements)
KW  - Soils
KW  - Spring
KW  - Strength of materials
KW  - Thaw
KW  - Unpaved roads
KW  - Vermont
KW  - Winter
UR  - http://www.dtic.mil/cgi-bin/GetTRDoc?Location=U2&doc=GetTRDoc.pdf&AD=ADA430662
UR  - https://trid.trb.org/view/753684
ER  - 

TY  - RPRT
AN  - 01020191
AU  - Patel, Raman K
AU  - Polytechnic Institute of New York University, Brooklyn
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Intelligent Transportation Systems (ITS) Operational Support Contracts Implementation Plan
PY  - 2005/01/31/Final Report
SP  - 121p
AB  - The New Jersey Department of Transportation (NJDOT) is currently facing a significant challenge in keeping Intelligent Transportation Systems (ITS) at a high level of availability at the Transportation Operation Center North (TOC North) and Transportation Operation Center South (TOC South).  As more and more components are added to the ITS infrastructure, system administration, system management and system operational support become very critical for TOCs.  This project was initiated to review current issues facing NJDOT and investigate practices of the other states' TOCs, and report on the findings that may be helpful to the NJDOT in devising its operational support contracts for TOC North and TOC South.  This report outlines the issues faced by the NJDOT in operating and maintaining ITS, and recommends an implementation plan for the maintenance and support requirements.  The report makes recommendations on policy, staffing and operational support needs based on the survey results and visits of other states' TOCs, and literature review and examination of the current practices of TOCs in the country.  The report provides Job specifications for the recommended positions.  The NJDOT will consider these recommendations in developing next steps for the TOC operational support for TOC North and TOC South.
KW  - Administration
KW  - Business practices
KW  - Contracts
KW  - Infrastructure
KW  - Intelligent transportation systems
KW  - Literature reviews
KW  - Maintenance practices
KW  - New Jersey
KW  - New Jersey Department of Transportation
KW  - Operational support
KW  - Operations
KW  - Plan implementation
KW  - Policy
KW  - Recommendations
KW  - Recruiting
KW  - Selection and appointment
KW  - State of the practice
UR  - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2005-010.pdf
UR  - http://ntl.bts.gov/lib/25000/25000/25039/index.html
UR  - https://trid.trb.org/view/775452
ER  - 

TY  - RPRT
AN  - 01003474
AU  - Bhat, Chandra R
AU  - Srinivasan, Sivaramakrishnan
AU  - Bricka, Stacey
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Conversion of Volunteer-Collected GPS Diary Data into Travel Time Performance Measures: Literature Review, Data Requirements, and Data Acquisition Efforts
PY  - 2005/01/31
SP  - 62p
AB  - Conventional travel-survey methodologies require the collection of detailed activity-travel information, which impose a significant burden on respondents, thereby adversely impacting the quality and quantity of data obtained.  Advances in the Global Positioning System (GPS) technology has 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, does not directly yield travel information; the navigational streams have to be processed and the travel patterns derived from it.  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 data collection equipment specifications, data collection protocols, and data formats, and presents a comprehensive synthesis of the state of the practice/art in processing GPS data to derive travel diaries.  This synthesis is intended as the basis for developing input specifications and processing algorithms for the software.  A second objective of this report is to identify the data requirements for the software development purposes and document the efforts undertaken to acquire the data.
KW  - Algorithms
KW  - Automation
KW  - Data collection
KW  - Global Positioning System
KW  - Information processing
KW  - Literature reviews
KW  - Software
KW  - Specifications
KW  - State of the art
KW  - State of the practice
KW  - Travel diaries
KW  - Travel patterns
KW  - Travel surveys
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5176_1.pdf
UR  - https://trid.trb.org/view/759755
ER  - 

TY  - RPRT
AN  - 00989190
AU  - Bank, L C
AU  - Oliva, M G
AU  - Russell, J S
AU  - Dieter, D A
AU  - Dietsche, J S
AU  - Berg, A C
AU  - Ehmke, F G
AU  - Carter, J
AU  - Hill, R
AU  - Henke, R
AU  - Gallagher, B
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - BRIDGE B-20-133 ON US-151 WITH FIBER REINFORCED POLYMER REINFORCED CONCRETE DECK
PY  - 2005/01/31
SP  - 101 p.
AB  - In this research project the use of a new combination of Fiber Reinforced Polymer (FRP) composite materials to reinforce bridge decks was investigated.  In the course of the research, laboratory tests were conducted at the University of Wisconsin, Madison and a new bridge was constructed on US Highway 151 near the city of Waupun, Fond du Lac County, Wisconsin utilizing the innovative FRP reinforcing system.  During construction, quality assurance tests were performed on the FRP materials to ensure compliance with the special provisions, which had been developed for this project in collaboration with Alfred Benesch and Company.  Constructed adjacent to this bridge was a nominally identical (except for 1/2 in. difference in deck thickness) steel reinforced bridge to serve as a basis for comparison.  FRP reinforcement provides a corrosion free alternative to traditional steel reinforcing.  Utilizing FRP reinforcing will lengthen the service life of the bridge deck by avoiding the destructive cycle of concrete cracking, followed by corrosion of reinforcing, which in turn worsens cracking.  The FRP reinforcing system also made use of stay-in-place deck panels, which reduce labor costs and construction time and increase construction safety.  Once construction was complete, load testing was carried out in collaboration with the University of Missouri, Rolla.  The purpose of this research was to demonstrate the use of an innovative non-metallic, cost-effective, FRP reinforcing system for concrete bridge decks on a new bridge in the State of Wisconsin.
KW  - Bridge decks
KW  - Construction
KW  - Corrosion resistance
KW  - Cost effectiveness
KW  - Fiber reinforced plastics
KW  - Load tests
KW  - Quality assurance
KW  - Reinforcing materials
KW  - Service life
UR  - https://trid.trb.org/view/754975
ER  - 

TY  - ABST
AN  - 01462918
TI  - User Manual and Local Calibration Guide for the Mechanistic-Empirical Pavement Design Guide and 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 design of new and rehabilitated pavement structures. In contrast to the current (1993) AASHTO Guide for Design of Pavement Structures, the guide recommended by the Project 1-37A research team in 2004 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.  The distress prediction models in the recommended M-E Pavement Design Guide have been calibrated to national averages based on data gathered by the Long-Term Pavement Performance (LTPP) program. It is widely recognized--and specifically pointed out by the NCHRP 1-37A project team--that, for the distress models to be fully applicable for the particular materials, construction practices, and environmental conditions in a given state or geographic region, they should be calibrated with data obtained locally. At present, there is no single document that provides agencies with guidance to perform such local calibration.  The objective of this project is to prepare (1) a User Manual for the Mechanistic-Empirical Design Guide and Software and (2) detailed, practical guide for highway agencies for local or regional calibration of the distress models in the M-E Pavement Design Guide and its accompanying design guide software. The manual and guide will be presented in the form of a draft AASHTO recommended practices; the guide shall contain two or more examples or case studies illustrating the step-by-step procedures.
KW  - Composite pavements
KW  - Environment
KW  - Flexible pavements
KW  - National Cooperative Highway Research Program
KW  - Pavement design
KW  - Pavement distress
KW  - Reliability
KW  - Research projects
KW  - Rigid pavements
KW  - Subgrade (Pavements)
KW  - Traffic
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=223
UR  - https://trid.trb.org/view/1231142
ER  - 

TY  - ABST
AN  - 01460722
TI  - Design Guidance for Freeway Mainline Ramp Terminals
AB  - The design values for freeway ramps in the AASHTO Policy on Geometric Design of Highways and Streets (Green Book) rely heavily on research conducted in the late 1930s and early 1940s, predating the development of the Interstate system. The studies relied entirely on passenger cars for acceleration and deceleration rates, without consideration of trucks and busses; this was based on the assumption that the acceleration distances for heavy vehicles would be "entirely out of reason." Vehicle characteristics have changed since the original research. For example, the weight-to-horsepower ratio for trucks in 1965 was 400 lb/hp compared with the currently used ratio of 200 lb/hp.  According to the Green Book, the mainline terminal of a ramp is that portion adjacent to the through traveled way, including speed-change lanes and tapers. There are two basic designs for freeway ramp terminals: tapered and parallel. Transportation agencies tend to adopt one of these designs as a standard (often different for entrances and exits), but there is little objective information available for designers on their relative strengths.  The objective of this research is to develop improved design guidance for freeway mainline ramp terminals suitable for inclusion in the AASHTO Green Book. As appropriate, the guidance should also address issues related to the design of the gore area and any transitional area to the ramp proper.
KW  - Acceleration lanes
KW  - Deceleration lanes
KW  - Freeways
KW  - Highway design
KW  - National Cooperative Highway Research Program
KW  - Ramps
KW  - Research projects
KW  - Traffic control
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=411
UR  - https://trid.trb.org/view/1228940
ER  - 

TY  - ABST
AN  - 01458678
TI  - Support the TFHRC Pavement Surface Analysis Laboratory
AB  - No summary provided.
KW  - Analysis
KW  - Laboratory tests
KW  - Pavement performance
KW  - Research projects
KW  - Surface course (Pavements)
KW  - Technical assistance
UR  - https://trid.trb.org/view/1226889
ER  - 

TY  - RPRT
AN  - 01002010
AU  - Soltani, Ali
AU  - Anderson, David A
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Uniaxial Fatigue of Asphalt Mixes: A New Approach
PY  - 2005/01/25/Final Report
SP  - 132p
AB  - The fatigue requirement in the Superpave binder specification is the focus of considerable concern by suppliers and user agencies with respect to its ability to control the susceptibility of asphalt binders to load-induced fatigue cracking. The general consensus is that a new criterion is needed for binder fatigue and that this criterion needs to be related to mix behavior.  The results of many years of research on asphalt mixtures have led many to the conclusion that separate and very different specification criteria are needed for thick and thin pavements, requiring controlled strain and stress laboratory fatigue tests, respectively.  Recent studies have shown that this is not the case and that with proper experimentation and data interpretation, a single fatigue criterion can be applied to both thick and thin pavements.  The approach that was developed by Drs. Soltani and Di Benedetto at Ecole Nationale des Travaux Publics de l'Etat (ENTPE) in Lyon, France, involves new and unique experimental and interpretative protocols.  The new test protocols, because they unify controlled stress and controlled strain fatigue test results, as well as account for self heating and thixotropy, offer a unique approach for developing more rational fatigue criteria.  Equipment needed to apply these protocols was developed and refined during this study, and the protocols were applied to several mixtures.  The presence of an endurance limit for hot-mix asphalt was verified, and a new protocol for characterizing fatigue was developed.
KW  - Asphalt mixtures
KW  - Bituminous binders
KW  - Fatigue (Mechanics)
KW  - Fatigue tests
KW  - Hot mix asphalt
KW  - Specifications
KW  - Superpave
KW  - Test procedures
KW  - Testing equipment
KW  - Thickness
UR  - https://trid.trb.org/view/757581
ER  - 

TY  - RPRT
AN  - 00989230
AU  - Ooi, PSK
AU  - Hashiro, R S
AU  - University of Hawaii, Manoa
AU  - Hawaii Department of Transportation
AU  - Federal Highway Administration
TI  - CORRELATION OF RESISTANCE VALUE WITH CALIFORNIA BEARING RATIO FOR USE IN DESIGN OF FLEXIBLE PAVEMENTS
PY  - 2005/01/25
SP  - 109 p.
AB  - The Resistance Value (R-value) is commonly used by the Hawaii Department of Transportation engineers to design the thickness of flexible pavements.  Direct measurements of the R-value require equipment that is not readily available to most practicing engineers in the state of Hawaii.  Typically, the R-value is indirectly based on the results of California Bearing Ratio (CBR) tests.  Knowing the CBR, the R-value is estimated based on published correlations.  However, these correlations were established for soils outside the state of Hawaii. Moreover, these correlations were not established for directly relating R-value and CBR but rather, for estimating other parameters such as resilient modulus, soil support value or modulus of subgrade reaction.  CBR, R-value and index tests were performed on tropical residual soils from four locations on the island of Oahu in the state of Hawaii.  Based on the test results, five correlations were developed to estimate the R-value.  Among these procedures is one relating the R-value to index properties alone without the CBR.  The limitations of each procedure and the choice of method are discussed.  Some tropical residual soils can undergo irreversible changes upon drying. One of the soils sampled had a relatively high natural water content.  As a secondary objective, this soil was tested at three different stages of drying:  first at its natural or in situ state, second after oven-drying the soil; and third after drying the soil to approximately half its natural water content. This material can be regarded as three different soils corresponding to the various stages of drying.  Significant increases in the CBR and R-values were observed from the in situ to the oven-dry samples.  The oven-dry samples were excluded from the correlations described above because these soils were dried to temperature extremes that regular soils do not experience, and therefore, are judged to be inappropriate for inclusion in the correlations.
KW  - California bearing ratio
KW  - Correlation analysis
KW  - Drying
KW  - Flexible pavements
KW  - Hawaii
KW  - Index tests
KW  - Oven drying
KW  - Pavement design
KW  - Residual soils
KW  - Resistance value
KW  - Subgrade (Pavements)
KW  - Thickness
KW  - Tropics
UR  - https://trid.trb.org/view/755006
ER  - 

TY  - ABST
AN  - 01458679
TI  - Cooperative Intersection Collision Avoidance Demonstration to the FCC
AB  - No summary provided.
KW  - Cooperatives
KW  - Crash avoidance systems
KW  - Demonstration projects
KW  - Intersections
KW  - Research projects
KW  - Safety
UR  - https://trid.trb.org/view/1226890
ER  - 

TY  - RPRT
AN  - 00987796
AU  - Buchanan, M S
AU  - Moore, V M
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - LABORATORY ACCELERATED STRIPPING SIMULATOR FOR HOT MIX ASPHALT
PY  - 2005/01/18
SP  - 156 p.
AB  - Moisture susceptibility of hot mix asphalt (HMA) pavements continues to be a major pavement distress.  Past research has primarily focused on HMA stripping prevention through material component evaluation/testing and addition of preventative additives.  Stripping is caused by traffic, water, and high in-place service temperatures.  Today, agencies use various methods to evaluate HMA moisture susceptibility with varying degrees of success.  The study objective was to evaluate a prototype stripping simulator's ability to predict HMA moisture susceptibility.  The simulator evaluates moisture susceptibility by measuring conditioning water turbidity.  Boil test and indirect tensile strength testing were also conducted for comparison purposes.  Stripping simulator results indicate further refinement is required before it can be used for moisture susceptibility prediction.
KW  - Asphalt mixtures
KW  - Asphalt pavements
KW  - Conditioning water
KW  - Hot mix asphalt
KW  - Moisture susceptibility
KW  - Prototypes
KW  - Stripping (Pavements)
KW  - Turbidity
UR  - http://ntl.bts.gov/lib/25000/25000/25098/FINAL_REPORT_SS_167.pdf
UR  - http://ntl.bts.gov/lib/44000/44500/44560/State_Study_167_-_Laboratory_Accelerated_Stripping_Simulator_for_Hot_Mix_Asphalt.pdf
UR  - https://trid.trb.org/view/753670
ER  - 

TY  - RPRT
AN  - 01001976
AU  - Verhyen, John F
AU  - Federal Highway Administration
AU  - Wisconsin Department of Transportation
TI  - State Patrol Mobile Data Communications Network Final Report and Local Evaluation
PY  - 2005/01/14/Final Report
SP  - 8p
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. The funds for this project were used to purchase the necessary radio communications equipment needed to create a microwave path to towers in the areas not presently in radio coverage. This includes power backup generators, equipment huts, tower strengthening accessories, VHF base and repeater stations, microwave terminals, interface cards, microwave dishes, waveguide, feedline, VHF antennas, alarms and security equipment.
KW  - Criminal histories
KW  - CVISN (Program)
KW  - Dispatchers
KW  - Driver licenses
KW  - Emergency management
KW  - Emergency vehicles
KW  - Equipment
KW  - Evaluation
KW  - Information services
KW  - License plates
KW  - Microwave communication systems
KW  - Mobile communication systems
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/14114.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14114_files/14114.pdf
UR  - https://trid.trb.org/view/757522
ER  - 

TY  - RPRT
AN  - 01000058
AU  - Crouch, L K
AU  - Dunn, Tim R
AU  - Tennessee Technological University, Cookeville
AU  - Tennessee Department of Transportation
AU  - Federal Highway Administration
TI  - Identification of Aggregates for Tennessee Bituminous Surface Courses, Phase IV and Amendment 1
PY  - 2005/01/10/Final Report
SP  - 52p
AB  - As part of an overall plan to increase the Hot Mix Asphalt (HMA) resurfacing cycle time, the Tennessee Department of Transportation (TDOT) initiated a project to pair aggregate polish resistance with pavement functional needs in 1992.  A new pre-evaluation procedure for aggregate polish resistance was developed and named the Tennessee Terminal Textural Condition Method (T3CM).  Correlations between T3CM and pavement skid performance were far superior to the correlations for percent silica and BPN9 to pavement skid performance.  Unfortunately, the T3CM was labor intensive.  Results of the recently developed quicker and easier Micro-Deval Voids at 9 hours (MDV9) method were found to not be significantly different from those of T3CM in a paired t-test at the 95% confidence interval on 31 Tennessee aggregates.  The MDV9 procedure requires only three hours of technician time compared to approximately 47 hours for T3CM.  Further, sample size was reduced from 72 to 10 kg.  Finally, the MDV9 had a coefficient of variation of 0.42% in a 30 replicate evaluation of a Tennessee proven-performing limestone.  The research team therefore recommends that the quicker, easier MDV9 be used as a pre-evaluation procedure for aggregate sources and as a verification test for random aggregate lots.  The research team recommends that TDOT Type 1 and Type 2 aggregates have a minimum TTC/MDV9 value of 43.5.  There is insufficient terminal skid data available to recommend a minimum TTC/MDV9 value for TDOT Type 3 aggregates.
KW  - Aggregates
KW  - Bituminous pavements
KW  - Hot mix asphalt
KW  - Polishing (Aggregates)
KW  - Samples
KW  - Size
KW  - Skid resistance
KW  - Tennessee
KW  - Test procedures
UR  - http://www.tdot.state.tn.us/longrange/reports/Res-1149.pdf
UR  - https://trid.trb.org/view/751102
ER  - 

TY  - ABST
AN  - 01460591
TI  - Research for AASHTO Standing Committee on Highways. Task 188. Mainstreaming Operations in State DOT's
AB  - A workshop, organized in cooperation with the Federal Highway Administration (FHWA), was held in June 2005 to develop a business plan for advancing the implementation of operations activities and programs within state departments' of transportation (DOT's) through establishment of peer-to-peer exchange activities. The contractor is preparing the business plan.
KW  - Business practices
KW  - Implementation
KW  - Information dissemination
KW  - National Cooperative Highway Research Program
KW  - Peer groups
KW  - Research projects
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1530
UR  - https://trid.trb.org/view/1228808
ER  - 

TY  - ABST
AN  - 01460638
TI  - Research Program Design---Administration of Highway and Transportation Agencies. Guidelines for State DOT Quality Management Systems
AB  - The objective of this project is to develop guidelines for the selection and application of quality management systems in state Departments of Transportation.
KW  - Guidelines
KW  - Implementation
KW  - Literature reviews
KW  - Management
KW  - National Cooperative Highway Research Program
KW  - Quality control
KW  - Quality control
KW  - Research projects
KW  - Return on investment
KW  - State departments of transportation
KW  - Surveys
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=548
UR  - https://trid.trb.org/view/1228855
ER  - 

TY  - RPRT
AN  - 00989259
AU  - Mason, J
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - UNDERSTANDING THE COMMUNICATIONS AND INFORMATION NEEDS OF ELECTED OFFICIALS FOR TRANSPORTATION PLANNING AND OPERATIONS
PY  - 2005/01/05
SP  - 32 p.
AB  - This white paper is to help the Federal Highway Administration's (FHWA's) Office of Planning, Environment and Realty and the Office of Operations understand how local elected officials (and senior appointed officials) perceive transportation planning and operations and the role they play in stimulating planning and operations.  The objective is to enhance FHWA's communications capabilities and approaches with non-Federal elected officials. The focus of this paper is on non-Federal elected officials who play a decisionmaking role in surface transportation planning and operations.  This includes officials who affect transportation planning and operations decisions of executive and legislative agencies at the State, regional, and local levels.  From a modal perspective, the emphasis is on surface transportation planning, primarily highway and transit. Non-surface modes, such as air and sea, often involve a different set of players and are not addressed in this paper. The aim is enhanced communications, not lobbying.  U.S. Department of Transportation employees are prohibited from lobbying at both the Federal and State levels.  The basic approach taken in this paper is to identify the players, briefly characterize them, describe the environment in which they operate, and suggest some principles in designing FHWA outreach to local elected officials.  The first section of this paper provides an introduction.  The next section describes "who" is being addressed - the elected and senior appointed officials who affect transportation planning and operations decisionmaking - the players.  After identifying the players, the third section describes the "environment" in which elected officials operate. This leads, in the fourth section, to a discussion of the "nature and type of information" needed to help elected officials understand transportation issues and opportunities. The final section suggests some "principles" for FHWA to consider as it enhances its dialogue with non-Federal elected officials.  Supplementing the discussion in this white paper are several appendices that provide detailed information on elected/appointed officials, conduits for engagement and supplementary information, a glossary, and a listing of elected/appointed officials who provided quotes and/or review of this paper.
KW  - Communications
KW  - Decision making
KW  - Highway transportation
KW  - Local government officials
KW  - Public transit
KW  - Transportation operations
KW  - Transportation planning
KW  - U.S. Federal Highway Administration
UR  - http://www.plan4operations.dot.gov/docs/Comm_with_Elected_Officials_1-5-05rmm.doc
UR  - https://trid.trb.org/view/755035
ER  - 

TY  - ABST
AN  - 01479208
TI  - Geosynthetic Reinforced Pile Supported Embankment
AB  - The primary objective of this investigation improve the design of pile supported embankments with the use of geosynthetic reinforcement to distribute the embankment loads onto the piles and to limit the punching of piles into the embankment during the consolidation of the foundation soil.
KW  - Consolidation
KW  - Embankments
KW  - Geosynthetics
KW  - Piles (Supports)
KW  - Reinforcement (Engineering)
UR  - http://www.pooledfund.org/Details/Study/278
UR  - https://trid.trb.org/view/1248212
ER  - 

TY  - ABST
AN  - 01462981
TI  - Synthesis of Information Related to Highway Problems. Topic 37-14. Cone Penetration Test: State of the Practices
AB  - The Cone Penetration Test (CPT) is being used for site investigations to determine soil stratigraphy and in-situ soil properties. It is also being used to predict load capacity of pile foundations, liquefaction due to seismic events, and consolidation potential of earthworks. There are a wide range of methodologies available in the literature for interpreting CPT data. CPT applied to transportation projects has the potential to save time and money while providing better and more detailed site characterization. While some transportation agencies have extensive experience with this technology, most agencies are just beginning to investigate the potential benefits of the cone penetration test.  A synthesis will be developed covering the experiences of transportation agencies, private consulting firms, and construction industries, both foreign and domestic, in the application of design methodologies utilizing the CPT technologies. The synthesis will identify current practices, design methodologies, and software that are being used effectively in foundation design of bridges and other structures. It will serve as a resource to states that are interested in taking advantage of the technology by identifying applications, design procedures, cost-benefits, and limitations for successful implementation.
KW  - Benefit cost analysis
KW  - Cone penetrometers
KW  - Design
KW  - Earthwork
KW  - National Cooperative Highway Research Program
KW  - Pile foundations
KW  - Research projects
KW  - Seismicity
KW  - Soils by properties
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=105
UR  - https://trid.trb.org/view/1231206
ER  - 

TY  - ABST
AN  - 01460480
TI  - Composite Material Alternatives to Timber in the Construction of Wing Walls
AB  - The proposed research will focus on developing composite material components to replace current timber elements for wear surfaces of wings walls in the Washington State Department of Transportation (WSDOT) ferry terminal structures. To accomplish this goal the project will address the following specific objectives. (1) From a review of current designs, plans, and installations, discern relevant design parameters and failure mechanisms in existing systems. (2) Develop a range of potential material properties possible to use in the large beam applications. (3) Conduct a structural analysis of the current wing walls to develop load demands, energy dissipation, and failure mechanisms for selected structural elements. (4) Develop a laboratory-scale test configuration and program for evaluating potential components. (5) Produce and evaluate composite formulations for relevant mechanical properties including strength, stiffness, durability, and wear performance. (6) Select potential formulation and fully evaluate component performance using the developed test configuration. (7) Design cross-section configuration of proposed composite members and evaluate for cost.
KW  - Composite materials
KW  - Cross sections
KW  - Design
KW  - Durability
KW  - Ferry service
KW  - Ferry terminals
KW  - Research projects
KW  - Structural engineering
KW  - Timber
KW  - Wingwalls
UR  - https://trid.trb.org/view/1228697
ER  - 

TY  - RPRT
AN  - 01563465
AU  - Bahouth, Janet
AU  - Kuznetsov, Alex
AU  - National Crash Analysis Center
AU  - Motor Vehicle Fire Research Institute
AU  - Federal Highway Administration
AU  - National Highway Traffic Safety Administration
TI  - Automotive and Fire Safety Research
PY  - 2005/01
SP  - 97p
AB  - This report includes submission of a crash query tool, a detailed crash data analysis, and a fire safety library. The deliverables include development, documentation and delivery of an automated tool for fire crash case analysis, summaries of fire crash data analyses of National Automotive Sampling System Crashworthiness Data System (NASS-CDS) 1994-2002 data, and clinical case reviews of fire/fuel spill crashes. The body of this report is divided into three main sections: automated crash query tool, analysis of historical crash data, and a literature review. Firstly, the development and usage of the automated crash query tool are described. The tool can be found and utilized at www.ox.ncac.gwu.edu. The second section of this report presents historical data, analysis and conclusions regarding several aspects of motor vehicle fires. Presented separately will be five crash data topics: (1) crashes with fires; (2) rollover crashes with fires; (3) engine compartment fires; (4) engine compartment fires with occupant entrapment; and (5) damage profiles vs. fire occurrence. As subdivisions to these topics, several issues are presented and analyzed. Those include fire severity (minor/major fire), fire origin (tank, engine compartment, etc), fuel tank location, fuel leak and fuel leak location, body type vs. fire severity, and crash mode vs. fire severity. Clinical case reviews have been conducted to understand fire occurrence in more detail. Finally, a compilation of literature and resources regarding fire, motor vehicle fires, and fire safety is submitted. This compilation serves as a comprehensive list of articles and resources related to fire and fire safety. In conjunction with this collection, a library of fire crash test data, reports, and videos are available through the National Crash Analysis Center (NCAC) library. A list of those data, test reports, and test videos housed at the NCAC library is also provided.
KW  - Chemical spills
KW  - Crash data
KW  - Crash severity
KW  - Data analysis
KW  - Information processing
KW  - Literature reviews
KW  - National Automotive Sampling System - Crashworthiness Data System
KW  - Safety
KW  - Traffic crashes
KW  - Vehicle fires
UR  - http://www.mvfri.org/Contracts/Final%20Reports/GW_revised_final_paper.pdf
UR  - https://trid.trb.org/view/1352330
ER  - 

TY  - RPRT
AN  - 01158169
AU  - White, Ken
AU  - Idriss, Rola
AU  - Woodward, Clint
AU  - Jauregui, David
AU  - New Mexico State University, Las Cruces
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Highway Bridge Research Center Final Report – Phase I
PY  - 2005/01//Final Report
SP  - 42p
AB  - The objective of this research was to demonstrate the effectiveness and feasibility of nondestructive testing and monitoring techniques for highway bridges. The work included: fiber optic sensor development where photonics instruments, fiber optic splicing and repair equipment and qualified fiber optics technicians enabled the preparation and installation of fiber optic sensor networks; evaluation of commercial systems including weigh in motion (WIM); the construction of prototype systems as needed; the preparation of sets of guidelines for installation of fiber optic sensors on existing bridges and new bridges; evaluation of commercially-available software for combining individual digital images of a bridge site into a single panoramic image and for subsequently viewing it; evaluation of commercially-available PC-based software and digital technology for obtaining high resolution images of structures and processing them into three-dimensional computer models to provide information such as vertical and horizontal clearances or dead and live load deflections; and evaluation of the performance of high frequency (>50 kHz) Rayleigh wave ultrasonics generated by piezoelectric transducers to characterize near-surface microcracking.
KW  - Digital images
KW  - Fiber optic sensors
KW  - Guidelines
KW  - Highway bridges
KW  - Installation
KW  - Monitoring
KW  - Nondestructive tests
KW  - Prototypes
KW  - Rayleigh waves
KW  - Software
KW  - Ultrasonics
KW  - Weigh in motion
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/NM98STR02BridgeResearchCenterFinalPhaseI2005.pdf
UR  - https://trid.trb.org/view/918710
ER  - 

TY  - RPRT
AN  - 01135486
AU  - Southeastern Transportation Center
AU  - National Transportation Research Center, Incorporated
AU  - Federal Highway Administration
TI  - Assessment of Heavy Vehicle Impacts on Emergency Evacuation Operations
PY  - 2005/01
SP  - 27p
AB  - The National Transportation Research Center (NTRC), located between Knoxville and Oak Ridge, Tennessee, was established in 2001. The NTRC is an alliance among Oak Ridge National Laboratory (ORNL); the University of Tennessee (UT); the U.S. Department ofEnergy (DOE); UT-Battelle, LLC; NTRC, Inc. (NTRCI); and the Development Corporation of Knox County. NTRC enables the integration and coordination of advanced transportation research programs for both government and industry. As part of its leadership support in co-operating ORNL, Battelle worked with ORNL and UT to form the Heavy Vehicle Safety Research Center (HVSRC) as a core initiative of the NTRC research and development agenda. Together, ORNL, UT, and the Development Corporation of Knox County formed NTRCI, a 50l(c)3 organization, established to provide an efficient and effective instrument for assembling resources and conducting joint research and development programs for industry and federal, state, and local government and industry. In fiscal year 2002, Congress specified that the NTRC receive a contract for $1 million to support heavy vehicle safety research. The research to be supported from this contract was a major part of the research conducted within the HVSRC over a one-year period of time. The Federal Highway Administration's (FHWA's) Turner-Fairbank Highway Research Center (TFHRC) was to direct the activities of the contract through a cooperative research agreement with NTRCI. After consulting with TFHRC leadership, the NTRCI team developed a plan to conduct fundamental and groundbreaking research. 'Assessment of Heavy Vehicle Impacts on Emergency Evacuation Operations' is one of the research projects identified and carried out under this program.
KW  - Egress
KW  - Emergency planning
KW  - Emergency response time
KW  - Evacuation
KW  - Hazards and emergency operations
KW  - Heavy vehicles
KW  - Knoxville (Tennessee)
KW  - Traffic congestion
KW  - Traffic flow
KW  - Traffic safety
UR  - http://www.ntrci.org/ntrci-24-2005-002
UR  - https://trid.trb.org/view/894386
ER  - 

TY  - RPRT
AN  - 01109140
AU  - DeBlasio, Allan J
AU  - Regan, Terrance J
AU  - Zirker, Margaret E
AU  - Hassol, Joshua
AU  - Austin, Craig
AU  - Research and Special Programs Administration
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - Transportation Management and Security during the 2004 Democratic National Convention
PY  - 2005/01
SP  - 89p
AB  - The purpose of the study documented in this report was to determine how transportation planning for special events is best conducted when mobility considerations are subordinated to security priorities. The subject of this study was the 2004 Democratic National Convention (DNC), held in Boston, Massachusetts, from July 26 through July 29, 2004. This event was designated a National Special Security Event by the U. S. Department of Homeland Security. This designation established the U.S. Secret Service as the lead agency because security measures would take precedence over other actions, such as providing mobility to delegates and residents. The role of transportation agencies was to implement procedures that would accommodate the security measures developed for the convention. This report documents actions taken by transportation and security agencies in preparation for and during the 2004 DNC. The findings documented in this report are a result of a series of interviews held before and after the convention as well as data collected during the week the convention was held.
KW  - Convention centers
KW  - Conventions
KW  - Meetings
KW  - Public transit
KW  - Safety and security
KW  - Security
KW  - Special events
KW  - Traffic safety
KW  - Transit operating agencies
KW  - Transportation planning
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14120.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14120_files/14120.pdf
UR  - https://trid.trb.org/view/868644
ER  - 

TY  - RPRT
AN  - 01100730
AU  - Ardani, Ahmad Allen
AU  - Outcalt, William
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - PCCP Texturing Methods
PY  - 2005/01//Final Report
SP  - 60p
AB  - This report presents a 5-year evaluation and construction details of nine test sections with varying textural characteristics. Included in the report is an overview of the methodologies used to texture concrete pavement surfaces and a discussion of frictional attributes of various textures at different speeds and their impact on noise properties. Also included are descriptions of texture-measuring devices and texture-installing equipment, a description of the state-of-the-art equipment used to acquire sound pressure levels, plus a thorough discussion of data acquisition/analysis. Frictional characteristics of the individual test sections were evaluated using the ASTM E 274 skid test procedure. Ribbed-tire and smooth-tire friction tests were conducted to acquire skid numbers at three different speeds of 40, 50, and 65 mph. To examine the noise properties of the test sections, noise measurements were acquired to acoustically assess the impact of various surface textures at three different locations: inside the test vehicle, 25 ft from the centerline (3 ft away from the right shoulder), and near the right rear tire of the test vehicle, away from the exhaust pipe. The results of this study indicated that longitudinal tining, in addition to possessing adequate frictional properties, is easier to install and, more importantly, produces a much lower noise level than transverse tining. The Colorado Department of Transportation has adopted longitudinal tining as the preferred method of texturing concrete pavements.
KW  - Concrete pavements
KW  - Friction
KW  - Friction tests
KW  - Pavement grooving
KW  - Skid resistance tests
KW  - Speed
KW  - Test sections
KW  - Texture
KW  - Tire/pavement noise
UR  - http://www.dot.state.co.us/publications/PDFFiles/texturing.pdf
UR  - https://trid.trb.org/view/860324
ER  - 

TY  - RPRT
AN  - 01075329
AU  - Federal Highway Administration
TI  - Manassas National Battlefield Park bypass study, from US Route 29 east of Park Boundary and VA Route 234 south of Park Boundary to US Route 29 west of Park Boundary and VA Route 234 north of Park Boundary, Prince William and Fairfax counties : environmental impact statement
PY  - 2005/01//Volumes held: Draft
KW  - Environmental impact statements
KW  - Virginia
UR  - https://trid.trb.org/view/834723
ER  - 

TY  - RPRT
AN  - 01075016
AU  - Federal Highway Administration
TI  - Trunk Highway 371, Cass and Crow Wing counties, section 4(f) evaluation : environmental impact statement
PY  - 2005/01//Volumes held: Draft, F
KW  - Environmental impact statements
KW  - Minnesota
UR  - https://trid.trb.org/view/834410
ER  - 

TY  - RPRT
AN  - 01062367
AU  - Federal Highway Administration
TI  - Ayd Mill Road, Improvements from I-35 E to St. Anthony Avenue (I-94), Ramsey County : environmental impact statement
PY  - 2005/01//Volumes held: Draft, F
KW  - Environmental impact statements
KW  - Minnesota
UR  - https://trid.trb.org/view/821864
ER  - 

TY  - RPRT
AN  - 01051947
AU  - Asquith, William H
AU  - Roussel, Meghan C
AU  - Thompson, David B
AU  - Cleveland, Theodore G
AU  - Fang, Xing
AU  - U.S. Geological Survey
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Summary of Dimensionless Texas Hyetographs and Distribution of Storm Depth Developed for Texas Department of Transportation Research Project 0-4194
PY  - 2005/01//Research Report
SP  - 78p
AB  - Hyetographs and storm depth distributions are important elements of hydraulic design by Texas Department of Transportation engineers. Design hyetographs are used in conjunction with unit hydrographs to obtain peak discharge and hydrograph shape for hydraulic design. Storm-depth distributions can be used to assess the probability of a total rainfall depth for a storm. A research project from 2000–2004 has been conducted to (1) determine if existing Natural Resources Conservation Service (NRCS) dimensionless hyetographs are representative of storms in Texas, (2) provide new procedures for dimensionless hyetograph estimation if the NRCS hyetographs are not representative, and (3) provide a procedure to estimate the distribution of storm depth for Texas. This report summarizes the research activities and results of the research project. The report documents several functional models of dimensionless hyetographs and provides curves and tabulated ordinates of empirical (nonfunctional) dimensionless hyetographs for a database of runoff-producing storms in Texas. The dimensionless hyetographs are compared to the NRCS dimensionless hyetographs. The distribution of storm depth is documented for seven values of minimum interevent time through dimensionless frequency curves and tables of mean storm depth for each county in Texas. Conclusions regarding application of the research results are included in the report.
KW  - Depth
KW  - Dimensionless parameters
KW  - Distributions (Statistics)
KW  - Hydraulic design
KW  - Hyetographs
KW  - Rainfall
KW  - Runoff
KW  - Storms
KW  - Texas
UR  - http://library.ctr.utexas.edu/pdf1/4194-4.pdf
UR  - https://trid.trb.org/view/811169
ER  - 

TY  - RPRT
AN  - 01033066
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - GIS for Environmental Stewardship and Streamlining: An Overview of State DOT Practices
PY  - 2005/01
SP  - 56p
AB  - The Federal Highway Administration (FHWA) supports the adoption and development of Geographic Information System (GIS) technologies to promote environmental streamlining and stewardship (referred to as GIS4EST).  While several States have already applied or are in the process of adopting GIS4EST, other States are just beginning down this path.  Building on information collected through interviews with State Department of Transportation (DOT) officials and GIS specialists, this report highlights the way eight State DOTs are using GIS to promote environmental stewardship and streamlining, revealing both the potential of GIS4EST and its varied applications.
KW  - Case studies
KW  - Environmental stewardship
KW  - Environmental streamlining
KW  - Geographic information systems
KW  - Interviewing
KW  - State departments of transportation
UR  - http://www.gis.fhwa.dot.gov/documents/GIS_ESS.pdf
UR  - https://trid.trb.org/view/790092
ER  - 

TY  - RPRT
AN  - 01032993
AU  - Rodriguez-Marek, Adrian
AU  - Muhunthan, Balasingam
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Seismic Behavior of Micropiles
PY  - 2005/01//Final Research Report
SP  - 50p
AB  - Micropiles are grouted and small diameter piles that are traditionally used in foundation retrofit. Experimental evidence has indicated that micropiles behave well under seismic loading due to their high flexibility. Moreover, observations in the 1995 Kobe Earthquake indicate a good performance of friction piles under seismic loading. However, the seismic behavior of micropiles is not fully understood due to the limited number of full- and model-scale tests, as well as the limited amount of numerical modeling studies for micropiles. This project focuses on Finite Element modeling (FEM) of single micropile and micropile groups under both static and dynamic loading. Initially, dynamic FE soil models were developed to conduct site response analyses. The lateral vertical boundaries of the soil were set up in such a way that the reflection of the arrival waves at the boundaries was avoided. The results of the site response analyses were verified against the well-validated code, SHAKE. Subsequently, FE models for micropiles were developed with two constitutive soil models, i.e. a linear elastic and a bounding surface plasticity model. The micropile/soil interface was modeled either with perfect bonding or with frictional interface elements. For dynamic loading cases, a single degree-of-freedom (SDOF) superstructure was placed on top of the micropiles. Parametric studies were performed for various independent variables including load intensity, non-linearity of soil, and soil stiffness for the static case; and soil non-linearity, input motion intensity, frequency contents of input motion, and the natural period of the superstructure for the dynamic case. The static and dynamic behavior of micropiles was studied via the effects of aforementioned independent variables on the deflections and bending moments along the micropile length.
KW  - Bending moments
KW  - Deflection
KW  - Dynamic loads
KW  - Earthquakes
KW  - Finite element method
KW  - Linear elasticity
KW  - Micropiles
KW  - Nonlinear soil behavior
KW  - Parametric analysis
KW  - Seismicity
KW  - Site response
KW  - Soil stiffness
KW  - Soil structure interaction
KW  - Static loads
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/604.1.pdf
UR  - https://trid.trb.org/view/788519
ER  - 

TY  - RPRT
AN  - 01031562
AU  - West, Randy C
AU  - National Center for Asphalt Technology
AU  - Federal Highway Administration
TI  - Development of Rapid QC Procedures for Evaluation of HMA Properties During Production
PY  - 2005/01
SP  - 65p
AB  - Current processes for quality control (QC) of Hot Mix Asphalt (HMA) are inefficient and place considerable risks on HMA producers and transportation agencies. This project was established to explore possible new ways of gathering real-time quality control information. The two primary goals of real-time testing are: to dramatically shrink the time lag for quality control information, and to improve the reliability of the data. To meet the objectives of this study, a panel of individuals familiar with current and or new QC technologies was assembled to discuss concepts, brainstorm possibilities, and map out a general strategy for evaluation of new methods and technologies. Based on this meeting, the most promising concept for real-time testing appears to be the utilization of automation technologies to check the consistency of the materials feeding into an HMA plant. Specific automation technologies that appear most promising include: (1) Continuous, in-line viscosity of the asphalt binder. The viscosity of the binder should provide an indication that the appropriate grade of binder is being used in the mix. (2) Automated belt sampling of the virgin aggregate from the conveyor before it enters the dryer. An automated sample dryer and gradation device integrated with belt sampler should provide rapid feedback of the consistency of the aggregate. (3) For continuous mix plants, asphalt contents of HMA mixtures can be monitored with the readings from the plant’s asphalt meter and belt scales. Calibration of the components used to determine real-time asphalt content is a key to the reliability of this data. (4) The automated technologies should be integrated as a system with programmable controls, data acquisition, and report generation. At the present time, there do not appear to be any technologies that can be used to automatically determine the composition of RAP or to test important characteristics of the produced mixtures such as volumetric or other performance-related properties. It is strongly recommended that automated methods for characterizing these materials be researched. A national oversight group specific to exploring real-time testing of HMA is also recommended.
KW  - Aggregate gradation
KW  - Asphalt content
KW  - Automation
KW  - Bituminous binders
KW  - Hot mix asphalt
KW  - Production
KW  - Quality control
KW  - Rapid methods
KW  - Real time information
KW  - Reliability
KW  - Testing
KW  - Transportation departments
KW  - Viscosity
KW  - Volumetric analysis
UR  - http://www.eng.auburn.edu/research/centers/ncat/files/reports/2005/rep05-01.pdf
UR  - https://trid.trb.org/view/787688
ER  - 

TY  - RPRT
AN  - 01030732
AU  - Ameri, Samuel
AU  - Szary, Patrick
AU  - West Virginia University, Morgantown
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Identifying Research, Development, and Training Needs for Oil and Gas Pipeline Safety and Security
PY  - 2005/01//Final Report
SP  - 15p
AB  - Pipelines are by far the most important mode of petroleum transportation in the United States because of their remarkable efficiency and low transportation cost. Pipelines carry two-thirds of the energy consumed by our nation and are recognized as the safest and most economical way to distribute vast quantities of oil and gas from production fields to refineries to consumers for a foreseeable future. This sophisticated network of gathering and distribution system comprises 2.3 million mi of pipelines-varying in size from 2 in. to 60 in. in diameter. Pipelines are vital to nation’s economy and are a significant part of national critical infrastructure. The pipeline infrastructure and the volume of products transported have continued to grow as demand for energy has increased. Over the next two decades, the demand for energy is projected to reach record levels. This increased demand for energy combined with the expansion of the cities and suburban areas will require the pipeline infrastructure not only to expand but to reliably and safely deliver energy services in support of the nation’s economy. The United States has a well-developed system for protection of the public and environment from the dangers of oil and gas pipeline failures. However, there is always a chance that a pipeline can leak. Pipeline leaks can be dangerous to people, to the natural environment, to public land, and to private property. Furthermore, the tragic events of September 11th terrorist attacks have focused attention on the security of the nation’s energy sources and the critical energy and transportation infrastructure systems. Therefore, pipeline security and safety has become a high-profile, national concern.
KW  - Crude oil
KW  - Energy consumption
KW  - Energy sources
KW  - Gas pipelines
KW  - Leakage
KW  - Oils
KW  - Petroleum
KW  - Petroleum pipelines
KW  - Pipeline infrastructure
KW  - Pipeline safety
KW  - Pipeline transportation
KW  - Pipelines
KW  - Security
KW  - Terrorist attacks of September 11, 2001
UR  - http://cait.rutgers.edu/files/WVU-RU4474.pdf
UR  - https://trid.trb.org/view/786929
ER  - 

TY  - RPRT
AN  - 01023889
AU  - Trejo, David
AU  - Aguiniga, Francisco
AU  - James, Ray W
AU  - Keating, Peter B
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Preliminary Quality Control/Quality Assurance Standards (Criteria) for Inspection and Testing of FRP Bars
PY  - 2005/01//Product
SP  - 24p
AB  - Fiber-reinforced polymers (FRP) are being increasingly used in the construction industry. One application is to use FRP bars as reinforcement in concrete. Glass fiber-reinforced polymer (GFRP) bars have been the focus of recent research because in corrosive environments they do not produce expansive corrosion products and the resulting concrete cracking and spalling associated with conventional steel reinforcement. Also, the initial cost of GFRP bars is lower than carbon FRP bars. During this research project, one challenge encountered with the use of GFRP bars was that limited guidance was available on what quality control and quality assurance parameters should be inspected. Also during this research project, standard testing procedures to assess key characteristics were only available in the Japanese literature. Thus, one objective of this research project was to provide guidance for the user on the following issues: 1) how to assess and test GFRP bars characteristics; and 2) how to assure that certain minimum quality levels have been achieved. This report provides this information.
KW  - Corrosion
KW  - Costs
KW  - Fiber reinforced plastics
KW  - Glass fiber reinforced plastics
KW  - Guidelines
KW  - Inspection
KW  - Quality assurance
KW  - Quality control
KW  - Reinforcement (Engineering)
KW  - Standards
KW  - Test procedures
UR  - http://tti.tamu.edu/documents/9-1520-P1.pdf
UR  - https://trid.trb.org/view/781233
ER  - 

TY  - RPRT
AN  - 01020797
AU  - Cable, James K
AU  - Edgar, L E
AU  - Anderson, D R
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Ultra-Thin Portland Cement Concrete Overlay Extended Evaluation
PY  - 2005/01//Final Report
SP  - 104p
AB  - In this day of the mature highway systems, a new set of problems is facing the highway engineer.  The existing infrastructure has aged to or past the design life of the original pavement design.  In many cases, increased commercial traffic is creating the need for additional load carrying capacity, causing state highway engineers to consider new alternatives for rehabilitation of existing surfaces.  Alternative surface materials, thicknesses, and methods of installation must be identified to meet the needs of individual pavements and budgets.  With overlays being one of the most frequently used rehabilitation alternatives, it is important to learn more about the limitations and potential performance of thin bonded portland cement overlays and subsequent rehabilitation.  The Iowa ultra-thin project demonstrated the application of thin portland cement concrete (PCC)   overlays as a rehabilitation technique.  It combined the variables of base preparation, overlay thickness, slab size, and fiber enhancement into a series of test sections over a 7.2-mi length.  This report identifies the performance of the overlays in terms of deflection reduction, reduced cracking, and improved bonding between the PCC and asphalt cement concrete (ACC) base layers.  The original research project was designed to evaluate the variables over a 5-year period of time.  A second project provided the opportunity to test overlay rehabilitation techniques and continue measurement of the original overlay performance for 5 additional years.  All performance indicators identified exceptional performance over the 10-year evaluation period for each of the variable combinations considered.  The report summarizes the research methods, results, and identifies future research ideas to aid the pavement overlay designer in the successful implementation of ultra-thin PCC overlays as an alternative pavement rehabilitation technique.
KW  - Asphalt cement
KW  - Asphalt concrete
KW  - Base course (Pavements)
KW  - Bonding
KW  - Budgeting
KW  - Cracking
KW  - Deflection
KW  - Evaluation
KW  - Fibers
KW  - Installation
KW  - Overlays (Pavements)
KW  - Pavement design
KW  - Performance
KW  - Portland cement concrete
KW  - Rehabilitation (Maintenance)
KW  - Slabs
KW  - Surface course (Pavements)
KW  - Test sections
KW  - Thickness
KW  - Ultra-thin whitetopping
UR  - http://publications.iowa.gov/archive/00003441/01/tr432.pdf
UR  - http://ntl.bts.gov/lib/55000/55900/55907/IA_TR432.PDF
UR  - https://trid.trb.org/view/775580
ER  - 

TY  - RPRT
AN  - 01016450
AU  - Jones, Crystal
AU  - Murray, Daniel
AU  - Short, Jeffrey
AU  - American Transportation Research Institute
AU  - Federal Highway Administration
TI  - Methods of Travel Time Measurement in Freight-Significant Corridors
PY  - 2005/01
SP  - 19p
AB  - In 2002 the Federal Highway Administration (FHWA) entered into partnership with the American Transportation Research Institute (ATRI) to explore methods and approaches for measuring freight performance on the nation’s highways. This work is related to the United States Department of Transportation’s (US DOT) and FHWA’s strategic objective of global connectivity, aimed at facilitating a more efficient domestic and global transportation system that enables economic growth and development. This study is derived from a general understanding that our nation’s freight transportation system is essential to the economy, and that the freight volume, especially that carried by the trucking industry, will increase dramatically over the next several decades. Measuring the performance of freight on the National Highway System (NHS) will allow Federal agencies, state and local planners, and industry to develop strategies and tactics for maintaining significant corridors and metrics that can be applied to the performance and reliability of the corridors. The processes associated with this phase include: Identification of Freight Significant Corridors, Review of Data Collection Technologies, System Alpha Test, and  System Beta Test. The study concluded that positioning data from trucks can be processed in a confidential manner to provide average travel rates along major U.S. freight corridors. The research also suggests that the approach used for this study can be applied and expanded to establish a national system of freight performance measurement.
KW  - Data collection
KW  - Freight corridors
KW  - Freight transportation
KW  - Highway transportation
KW  - Measurement
KW  - Performance
KW  - Systems
KW  - Technology
KW  - Tests
KW  - Travel time
KW  - Trucking
UR  - http://www.atri-online.org/research/results/Freight%20Performance%20Measures%20TRB%20for%20atri-online.pdf
UR  - https://trid.trb.org/view/772008
ER  - 

TY  - RPRT
AN  - 01010716
AU  - Knezek, Claudia
AU  - Orth, Joseph
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  - New Jersey Congestion, Security, and Safety Initiative
PY  - 2005/01//Final Report
SP  - 126p
AB  - The purpose of this project was to examine the relationship between effective national transportation congestion, security, and safety technology transfer applications.  Next, a comparison had been made between national trends and the conditions found in New Jersey, and then the most appropriate solution was implemented. When examining the national transportation congestion, security, and safety technology transfer trends, the findings showed that security and congestion were interrelated through safety.  Specifically, reduction of roadway crashes, adjustment of driver behavior, and use of safety counter measure applications had impacted both domains.  They were similarly reflected in New Jersey with safety being an integral component of security and congestion.  As a result, the Safety Conscious Planning (SCP) Model, a comprehensive safety system, had been selected and implemented as the network because it promoted the reduction of crashes that affect the security and congestion of the entire transportation infrastructure in New Jersey.  The intended benefit of this implementation effort was realized when funding opportunities, resources, and technical support had reached county and local municipalities, where over 60% of the roadway fatalities occur annually.  Another gain had been the collective empowerment of a partnership being applied to resolving regional safety issues.  Also, SCP facilitated the involvement of local elected officials working together with safety professionals to organize local safety networks in their own communities.
KW  - Behavior
KW  - Countermeasures
KW  - Drivers
KW  - Fatalities
KW  - Highway safety
KW  - New Jersey
KW  - Partnerships
KW  - Regional transportation
KW  - Safety conscious planning
KW  - Safety programs
KW  - Security
KW  - Technology transfer
KW  - Traffic congestion
KW  - Traffic crashes
KW  - Traffic safety
KW  - Trend (Statistics)
UR  - http://cait.rutgers.edu/files/FHWA-NJ-2005-001.pdf
UR  - http://cait.rutgers.edu/files/FHWA-NJ-2005-001.pdf
UR  - https://trid.trb.org/view/763691
ER  - 

TY  - RPRT
AN  - 01003777
AU  - Khattak, Asad J
AU  - Rouphail, Nagui
AU  - University of North Carolina, Chapel Hill
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Incident Management Assistance Patrols: Assessment of Investment Benefits and Costs
PY  - 2005/01//Final Report
SP  - 105p
AB  - Incident Management Assistance Patrols (IMAPs), classified as part of Intelligent Transportation Systems, help enable smooth traffic flow by aiding stranded motorists and assisting in incident clearance.  Many major urban areas currently have patrols and most medium-sized urban areas are following suit.  The success of IMAPs has resulted in frequent requests for service expansion.  The decision of where to put the next patrol is becoming more difficult because an assessment of greatest need typically indicates that the high-priority areas already have the service and possible effects of the service are often indistinguishable on lower-priority facilities.  In this report, the authors develop a new approach that helps determine the most beneficial locations in North Carolina for patrol deployment using expanded placement criteria.  Analysis of three incident/crash indices was combined with spatial analysis, incident type distributions, average hourly freeway traffic volumes, and incident delay estimations to identify, evaluate, and compare IMAP expansion candidate facilities.  Results of the research have been incorporated into a decision-support tool that allows easy planning and operational assessment of candidate sites by comparing performance values between sites, modeling the effect of IMAPs, and estimating their key potential benefits and costs.  By using the tool, the decision-makers can quickly assess the needs of different facilities to make an informed, cost-effective decision as to where to implement the next service patrol.
KW  - Benefits
KW  - Cost effectiveness
KW  - Costs
KW  - Decision making
KW  - Decision support systems
KW  - Freeway service patrols
KW  - Incident management
KW  - Incident response
KW  - Location
KW  - Needs assessment
KW  - Performance
UR  - http://www.ncdot.org/planning/development/research/download/2003-06FinalReportPart1.pdf
UR  - http://www.ncdot.org/planning/development/research/download/2003-06FinalReportPart2.pdf
UR  - http://www.ncdot.org/planning/development/research/download/2003-06FinalReportPart3.pdf
UR  - http://www.ncdot.org/planning/development/research/download/2003-06FinalReportPart4.pdf
UR  - http://www.ncdot.org/planning/development/research/download/2003-06FinalReportPart5.pdf
UR  - https://trid.trb.org/view/760242
ER  - 

TY  - RPRT
AN  - 01001268
AU  - Chavez, Eric
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Portland Cement Concrete Pavement: Review of QC/QA Data 2000 Through 2003
PY  - 2005/01//Final Report
SP  - 132p
AB  - This report analyzes the Quality Control/Quality Assurance (QC/QA) data for Portland Cement Concrete Pavement (PCCP) awarded in the years 2000 through 2003.  Analysis of the overall performance of the projects is accomplished by reviewing the Calculated Pay Factor Composite (CPFC) and Incentive/Disincentive Payments (I/DPs).  Analysis of each of the test elements (thickness, compressive strength, sand equivalent, and flexural strength) is also completed.  The results of the evaluation are presented in tables, figures, and reports.  The overall quality of PCCP evaluated is very high.  The quality levels in each of the elements are approaching the maximum of 100%.  The pay factors for the individual elements are also close to their maximums.  The material being produced is well above the minimum standards set by the specifications.
KW  - Acceptance tests
KW  - Compressive strength
KW  - Concrete pavements
KW  - Disincentives
KW  - Flexural strength
KW  - Incentives
KW  - Pay factor
KW  - Payment
KW  - Portland cement concrete
KW  - Quality assurance
KW  - Quality control
KW  - Sand equivalent test
KW  - Thickness
UR  - http://www.dot.state.co.us/Publications/PDFFiles/QCpccp.pdf
UR  - https://trid.trb.org/view/757065
ER  - 

TY  - RPRT
AN  - 01000932
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  - Development of Low-Deflection Precast Concrete Barrier
PY  - 2005/01
SP  - 64p
AB  - The high lateral dynamic deflection of some current Texas Department of Transportation (TxDOT) portable concrete barriers renders them inappropriate for deployment in areas with restricted work space.  Under this project, a new precast concrete traffic barrier system with limited deflection was developed through a program of simulation and full-scale crash testing.  Based on the results of the testing and evaluation reported herein, the new cross-bolt, F-shape, precast concrete traffic barrier is considered suitable for implementation on high-speed roadways.  The low barrier deflection [19 in. (483 mm)] and ease of placement and repair make the cross-bolt F-shape barrier well suited for use as a work zone barrier.  The weight of the 30-ft (9.1-m) F-shape barrier segments was determined to be approximately 13,680 lb (6205 kg).  Because this is less than the weight of the current New Jersey-shaped barriers used by TxDOT, implementation of the new barrier will not require any changes to current barrier transportation, handling, and placement procedures.
KW  - Barriers (Roads)
KW  - Deflection
KW  - Impact tests
KW  - Portable equipment
KW  - Precast concrete
KW  - Temporary barriers
KW  - Work zone traffic control
UR  - https://trid.trb.org/view/756686
ER  - 

TY  - RPRT
AN  - 01000929
AU  - Bhasin, Amit
AU  - Button, Joe W
AU  - Chowdhury, Arif
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Selected Laboratory Procedures and Development of Databases for HMA
PY  - 2005/01
SP  - 163p
AB  - The objectives of this research project were to develop and validate laboratory test protocols for measuring rut susceptibility of hot mix asphalt (HMA) mixtures; to identify the best available laboratory test protocol(s) for predicting moisture susceptibility of HMA paving mixtures; and to develop a TxDOT HMA test database to be used for evaluating and/or validating the proposed AASHTO mechanistic-empirical pavement design guide.  Twelve field mixes and three lab mixes were tested using Asphalt Pavement Analyzer (APA), Hamburg, Dynamic Modulus, Flow Time, Flow Number, and Simple Shear at Constant Height for the evaluation of rutting tests.  Mixture parameters resulting from different tests were ranked and compared with APA rut depth as a base.  Rankings of the different parameters were analyzed using statistical techniques.  Findings indicate that flow time and flow number tests capture fundamental material properties and should be considered for inclusion in the mixture design and selection processes.  Caution must be exercised in interpreting rut susceptibility of mixes based on the E* parameters, especially when evaluating mixtures containing polymer-modified asphalts.  Nine mixtures were tested using the Hamburg.  Their individual aggregates and binders were tested for surface energy measurement using Universal Sorption Device and Wilhelmy plate method, respectively.  Mixtures with and without antistripping agents like hydrated lime and commercially available liquid antistripping agents were tested.  Within groups of controlled mixes, the calculated bond strength based on surface energy measurements relates well with the deformation data from the Hamburg test.  About 30 plant-produced mixes and 50 lab-produced field mixes were tested using the Hamburg and dynamic modulus devices.  Plant-produced mixes were tested for production verification and lab-produced mixes were tested to develop a mixture database for future use, especially for the AASHTO design guide.
KW  - Antistrip additives
KW  - Asphalt mixtures
KW  - Asphalt Pavement Analyzer
KW  - Bond strength (Materials)
KW  - Databases
KW  - Deformation
KW  - Dynamic modulus of elasticity
KW  - Hamburg wheel tests
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Mechanistic design
KW  - Moisture susceptibility
KW  - Rut depth
KW  - Rutting
KW  - Surface energy
UR  - https://trid.trb.org/view/756698
ER  - 

TY  - RPRT
AN  - 01000283
AU  - Federal Highway Administration
TI  - ITS User Services Document
PY  - 2005/01
SP  - 127p
AB  - Intelligent Transportation System (ITS) user services are surface transportation services that can be provided by some aspect of ITS.  These ITS user services document what ITS should do from the user's perspective.  A broad range of users are considered, including the traveling public as well as many different types of system operators.  This ITS User Services Document consolidates the descriptions of all 33 current user services into a single document.  Prior to creating this document, the user services existed in a variety of places and formats.  In addition, the information provided in the definition of a user service has varied widely.  The primary objective of this document is to provide a single place where all the user services are described in a consistent manner.  If additional ITS user services are defined in the future, this document will be updated to include them.
KW  - Advanced vehicle control systems
KW  - Automated toll collection
KW  - Automatic fare collection
KW  - Commercial vehicle operations
KW  - Construction management
KW  - Crash avoidance systems
KW  - Electronic payment (Parking)
KW  - Emergency management
KW  - Information management
KW  - Intelligent transportation systems
KW  - Maintenance management
KW  - Public transit
KW  - Traffic control
KW  - Traveler information and communication systems
KW  - User services
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14113.htm
UR  - https://trid.trb.org/view/751249
ER  - 

TY  - RPRT
AN  - 00989263
AU  - Phares, B M
AU  - Wipf, T J
AU  - Greimann, L F
AU  - Lee, Y-S
AU  - Iowa State University, Ames
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - HEALTH MONITORING OF BRIDGE STRUCTURES AND COMPONENTS USING SMART-STRUCTURE TECHNOLOGY. VOLUME II
PY  - 2005/01
SP  - 202 p.
AB  - The objective of this research was to synthesize information on structural health monitoring technologies with a specific interest in those having smart-structure attributes.  Following a comprehensive information collection campaign and a survey of state departments of transportation, the identified structural health monitoring technologies (both currently in use and emerging) were carefully reviewed and summarized.  This final report includes a brief summary of the history of bridge evaluation in the United States of America, current and future trends of Structural Health Monitoring, and a series of completed SHM Technology Evaluation Forms for each of the identified technologies.  In addition, a searchable database has been developed and is included with the final report that allows easy identification and review of structural health monitoring technologies.  Volume I summarizes the research approach and the key findings of the work.  This volume (Volume II) consists of completed SHM Technology Evaluation Forms for the 101 synthesized technologies.
KW  - Bridges
KW  - Evaluation
KW  - Monitoring
KW  - Sensors
KW  - Technological innovations
KW  - Technology
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/6915/WHRP05-03_Final_Report_Volume_II.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/04-14healthmonitoringofbridges21.pdf
UR  - https://trid.trb.org/view/755039
ER  - 

TY  - RPRT
AN  - 00989262
AU  - Phares, B M
AU  - Wipf, T J
AU  - Greimann, L F
AU  - Lee, Y-S
AU  - Iowa State University, Ames
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - HEALTH MONITORING OF BRIDGE STRUCTURES AND COMPONENTS USING SMART-STRUCTURE TECHNOLOGY. VOLUME I
PY  - 2005/01
SP  - 53 p.
AB  - The objective of this research was to synthesize information on structural health monitoring technologies with a specific interest in those having smart-structure attributes.  Following a comprehensive information collection campaign and a survey of state departments of transportation, the identified structural health monitoring technologies (both currently in use and emerging) were carefully reviewed and summarized.  This final report includes a brief summary of the history of bridge evaluation in the United States of America, current and future trends of Structural Health Monitoring, and a series of completed SHM Technology Evaluation Forms for each of the identified technologies.  In addition, a searchable database has been developed and is included with the final report that allows easy identification and review of structural health monitoring technologies.  This volume (Volume I) summarizes the research approach and the key findings of the work.  Volume II consists of completed SHM Technology Evaluation Forms for the 101 synthesized technologies.
KW  - Bridges
KW  - Evaluation
KW  - Monitoring
KW  - Sensors
KW  - Technological innovations
KW  - Technology
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/6915/WHRP05-03_Final_Report_Volume_I.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/04-14healthmonitoringofbridges11.pdf
UR  - https://trid.trb.org/view/755038
ER  - 

TY  - JOUR
AN  - 00987538
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Harrington, J
AU  - Federal Highway Administration
TI  - RECYCLED ROADWAYS
PY  - 2005/01
VL  - 68
IS  - 4
SP  - p. 9-17
AB  - Applying sound recycling principles that protect the environment, the Federal Highway Administration's  Recycling Team is helping industry reclaim materials like asphalt and concrete pavement, foundry sand, scrap tires, and roofing shingles into new highway materials while conserving the Nation's natural resources.  This article describes how recycling highway construction materials can be a cost-saving measure, freeing funds for additional highway construction, rehabilitation, preservation, or maintenance.  The author discusses cost savings, the use of reclaimed asphalt pavement (RAP), the use of recycled concrete aggregate (RCA), three versatile methods for in-place recycling of asphalt pavement [hot in-place recycling (HIR), cold in-place recycling (CIR), and full-depth recycling (FDR)], the use of commercial construction debris to create recycled concrete aggregate as a base for highway construction, the use of industrial by-products such as foundry sand, and the re-use of asphalt shingles and scrap tires.  The author comments on the stigma that has been associated with recycling in the past and emphasizes the need for a focus on environmental stewardship, regardless of the materials used in construction.  The author includes examples of real-life use of recycled materials in highway construction projects in Arizona, Florida, California, Texas, Ohio, and New York.   One chart summarizes the use of recycled materials in U.S. highway construction, including blast furnace slag, concrete, coal bottom ash, asphalt, base coal fly ash, structural fill (cement production), foundry sands, flowable fill (asphalt), cement kiln dust, stabilizer bottom ash, nonferrous slags, steel slags,  recycled asphalt pavement, and reclaimed concrete.
KW  - Arizona
KW  - Asphalt concrete
KW  - Bituminous concrete pavements
KW  - California
KW  - Concrete aggregates
KW  - Environmental protection
KW  - Florida
KW  - Fly ash
KW  - Foundry sand
KW  - New York (State)
KW  - Ohio
KW  - Recycled materials
KW  - Road construction
KW  - Slag
KW  - Texas
KW  - Tires
KW  - Waste products
UR  - http://www.fhwa.dot.gov/publications/publicroads/05jan/02.cfm
UR  - https://trid.trb.org/view/754077
ER  - 

TY  - RPRT
AN  - 00987769
AU  - Federal Highway Administration
AU  - National Highway Traffic Safety Administration
TI  - RED LIGHT CAMERA SYSTEMS OPERATIONAL GUIDELINES
PY  - 2005/01
SP  - 59 p.
AB  - The purpose of these guidelines is to assist jurisdictions who are considering the implementation of red light camera systems and help them avoid inconsistent or incorrect application of such systems.  Questions have been raised regarding the contracting, design, implementation, operation of red light camera systems, and the legality and intent of photo enforcement systems.  In a broader perspective, for continued use of red light camera systems and other technologies to improve transportation operations and safety, it is vital these technologies are perceived as accurate and reliable and are applied fairly.  Red light cameras are currently in place in more than 95 communities in the United States.  As red light camera programs continue to be implemented across the nation, there is much to be learned from previous experiences.  Traffic engineers, law enforcement officials, and other State and local agency managers can benefit greatly from guidance and research that provides effective and comprehensive procedures for implementing a successful red light camera program.  The Federal Highway Administration (FHWA) and the National Highway Traffic Safety Administration (NHTSA) have developed these operational guidelines for use by State and local agencies for the implementation and operation of red light camera systems. Although not a regulatory requirement, the guidelines are intended to provide critical information for State and local agencies on the relevant aspects of red light camera systems in order to promote consistency, proper implementation, and operation; and to ensure that this effective tool and other forms of technology remain available to transportation and enforcement agencies around the nation.  These guidelines can be used by State and local agency managers, transportation engineers, and law enforcement officials to identify and properly address safety problems resulting from red light running within their jurisdictions.  The guidelines outline proven and effective practices implemented in the United States, and provide operational guidance that can be followed to ensure that cost-effective solutions are implemented by State and local agencies.
KW  - Cameras
KW  - Guidelines
KW  - Implementation
KW  - Law enforcement
KW  - Local government agencies
KW  - Procedures
KW  - Red light running
KW  - States
KW  - Transportation engineers
UR  - http://safety.fhwa.dot.gov/intersection/conventional/signalized/rlr/fhwasa05002/fhwasa05002.pdf
UR  - https://trid.trb.org/view/753645
ER  - 

TY  - JOUR
AN  - 00987542
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Peaslee, G
AU  - Federal Highway Administration
TI  - SIGNS SHOW THE WAY TO COST-EFFECTIVE RURAL SAFETY
PY  - 2005/01
VL  - 68
IS  - 4
SP  - p. 44-50
AB  - This article describes how a county in California implemented a low-cost and successful program for saving lives on secondary roads.  The author begins by introducing statistics regarding fatalities and accidents on secondary roads.  The article then describes how in a landmark, low-tech program, the Mendocino County Department of Transportation (MCDOT) reduced its crashes by a startling 42.1 percent from 1992 to 1998 at a cost of $79,260 over the 6-year period.  This cost-effective method for enhancing safety on rural roads is based primarily on making the driver more aware of road conditions through consistent signing and markings.  The author also describes the road review process, which is used by the county to maintain and update the signs.  A final section outlines the showcasing (September 2004) of the Mendocino County program, which was done to help other counties understand how to implement their own sign review and maintenance program and to share the strategies used for reducing crash rates on rural roads.  One sidebar reports on Federal Highway Administration (FHWA) sign color studies; another summarizes software applications that can help local agencies develop their sign review programs.
KW  - Cost effectiveness
KW  - County roads
KW  - Crash locations
KW  - Mendocino County (California)
KW  - Mendocino County Department of Transportation
KW  - Prevention
KW  - Secondary roads
KW  - Software
KW  - Traffic control devices
KW  - Traffic signs
KW  - U.S. Federal Highway Administration
KW  - Warning signs
UR  - http://www.fhwa.dot.gov/publications/publicroads/05jan/08.cfm
UR  - https://trid.trb.org/view/754081
ER  - 

TY  - JOUR
AN  - 00987559
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Bared, J G
AU  - Federal Highway Administration
TI  - IMPROVING SIGNALIZED INTERSECTIONS
PY  - 2005/01
VL  - 68
IS  - 4
SP  - p. 18-23
AB  - Because traffic signals play a key role in enhancing safety, the Federal Highway Administration (FHWA) recently produced a comprehensive handbook that explains methods to evaluate the safety and operation of signalized intersections and that highlights tools to remedy deficiencies.  The guide, titled Signalized Intersections: Informational Guide (FHWA-HRT-04-091), provides information and tools that can help traffic engineers, project managers, and other transportation professionals conduct insightful assessments of intersections and understand the tradeoffs from potential improvement measures.  This article describes the use of this new guide and explores how the guide includes examples of innovative treatments and best practices used by jurisdictions across the United States. These examples include low-cost measures such as improving signal timing and signs, and more expensive measures such as reconstructing intersections or grade separations. The author notes that the guide takes a holistic approach to signalized intersections, considering the safety and operational implications of a particular treatment on all system users, including motorists, pedestrians, bicyclists, and transit users.  Other topics covered are intersection basics, geometric design, signal pole layout, analysis methods, planning for safety, and solutions to intersection deficiencies.  The article concludes by noting that beginning in the spring of 2005, the National Highway Institute will offer a workshop on using Signalized Intersections: Informational Guide to develop intersection projects. The workshop will focus on a case study in which participants assess problems at an intersection and identify alternatives to improve it. To register, visit www.nhi.fhwa.dot.gov.
KW  - Automobiles
KW  - Cost effectiveness
KW  - Cyclists
KW  - Guidelines
KW  - Highway design
KW  - Intersections
KW  - Pedestrian safety
KW  - Pedestrians
KW  - Planning and design
KW  - Traffic control devices
KW  - Traffic safety
KW  - Traffic signal control systems
KW  - Traffic signals
KW  - Trucks
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/05jan/03.cfm
UR  - https://trid.trb.org/view/754098
ER  - 

TY  - JOUR
AN  - 00987537
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Hochman, J L
AU  - Federal Highway Administration
TI  - BORDER PLANNING FOR THE 21ST CENTURY
PY  - 2005/01
VL  - 68
IS  - 4
SP  - p. 2-8
AB  - Growing travel and trade between the United States and its neighbors, Canada and Mexico, make border crossings a key contributor to the Nation's economic health.  This article describes the work of the Federal Highway Administration (FHWA) in a number of initiatives with its State, Federal, and international partners to address the challenges of improving mobility and security at overland border crossings.  With its counterparts in Mexico and Canada, FHWA created joint working groups that cooperate on planning and facilitating cross-border movements. In addition, FHWA is involved in initiatives with other agencies and organizations to share technologies, streamline the movement of cargo trucks across borders, adopt innovative tools to plan border-crossing improvements, create frameworks that enable key technologies to work together, and measure success in achieving objectives in global connectivity. The author describes the work in these areas, illustrated with examples from border crossings in California, Michigan, Texas, Idaho, New York, and Arizona.  The author then discusses a new software tool, Border Wizard, that simulates cross-border movements.  The software can create a model showing a specific port of entry and can summarize the movement of automobiles, buses, trucks and pedestrians, the number of booths, Federal inspection activities, and other information such as wait times in hours.  The author concludes by considering the role of continuing partnerships in achieving global connectivity and thus, improved productivity.
KW  - Arizona
KW  - Border regions
KW  - California
KW  - Idaho
KW  - International borders
KW  - International compacts
KW  - International trade
KW  - Michigan
KW  - New York (State)
KW  - Software
KW  - Texas
KW  - Traffic
KW  - Trucking
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/05jan/01.cfm
UR  - https://trid.trb.org/view/754076
ER  - 

TY  - JOUR
AN  - 00987539
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Snead, S
AU  - Federal Highway Administration
TI  - RUMS - RIGHT-OF-WAY TRACKING
PY  - 2005/01
VL  - 68
IS  - 4
SP  - p. 24-27
AB  - This article describes the Virginia Department of Transportation's (VDOT) Right of Way and Utilities Management System (RUMS). This software program provides right-of-way managers with a single, comprehensive view of project and land parcel status and lets them track deadlines more efficiently. RUMS also helps track other activities of the VDOT division responsible for right-of-way, including appraising and acquiring rights of way and easements for road construction and expansion projects; removing building structures and other improvements; relocating utilities, businesses, and residences; and tracking residue parcels and surplus rights of way for public sale or lease.  The author briefly reviews the old software that the VDOT used and explains how RUMS was developed and how it improves upon that earlier system.  A final section discusses how the software may prove to be of interest to other states.
KW  - Administration
KW  - Development rights transfer
KW  - Easements
KW  - Planning and design
KW  - Planning methods
KW  - Property acquisition
KW  - Right of way (Land)
KW  - Software
KW  - Virginia Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/05jan/04.cfm
UR  - https://trid.trb.org/view/754078
ER  - 

TY  - JOUR
AN  - 00987560
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Tyson, S S
AU  - Merritt, D K
AU  - Federal Highway Administration
TI  - PUSHING THE BOUNDARIES
PY  - 2005/01
VL  - 68
IS  - 4
SP  - p. 28-33
AB  - For years engineers have designed bridges, buildings, and other vertically oriented infrastructure using precast concrete, but only recently have researchers begun exploring the feasibility and potential benefits of applying this technology ongrade in pavement construction.  This article explores the current and potential uses of precast prestressed concrete in pavement applications, notably in Texas and in California projects.  The authors describe the three specific types of panels that make up a precast prestressed concrete pavement: joint panels, central stressing panels, and base panels.  The author also discusses the benefits of using prestressed concrete, primarily the ability to reopen the pavement to traffic almost immediately after placing the panels.  The author reviews the Texas and California demonstration projects, then summarizes the activities at three additional sites in Missouri, Texas, and Indiana.  The author concludes that although precast prestressed concrete is currently more expensive than conventional cast-in-place pavement, proponents argue that the reduction in user costs, such as traffic congestion, fuel consumption, and lost work time, will support the use of this technology for certain situations.
KW  - California Department of Transportation
KW  - Cost effectiveness
KW  - Costs
KW  - Highway maintenance
KW  - Indiana
KW  - Missouri
KW  - Panels
KW  - Precast concrete pavements
KW  - Prestressed concrete pavements
KW  - Road construction
KW  - State highway departments
KW  - Texas Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/05jan/05.cfm
UR  - https://trid.trb.org/view/749466
ER  - 

TY  - JOUR
AN  - 00987541
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Myers, L A
AU  - D'Angelo, J
AU  - Federal Highway Administration
TI  - EVALUATING THE FIELD PERFORMANCE OF ASPHALT MIXTURES IN THE LAB
PY  - 2005/01
VL  - 68
IS  - 4
SP  - p. 38-43
AB  - The National Cooperative Highway Research Program (NCHRP) is developing advanced pavement technology that supports the Federal Highway Administration's (FHWA) mission to achieve long-lived asphalt pavements.  This article describes the Simple Performance Tester (SPT), which evaluates asphalt mixtures to determine their response to permanent deformation (rutting) and fatigue cracking.  The author reports on tests of the SPT in a field laboratory environment.  The author introduces a system referred to as Superpave, which stands for Superior Performing Asphalt Pavements. The Superpave method specified how asphalt could be mixed, designed, and analyzed; however, it proved to be too complex and expensive for use in the field.  The SPT builds upon the Superpave method, but is more reliable, practical (smaller in size) and cost-effective.  The author also describes the FHWA's mobile asphalt laboratory, the rationale for asphalt performance testing, flexibility in design supported by the SPT, the fabrication of test specimens, the dynamic modulus database, and states using or considering the use of the SPT.   One sidebar explains the three components of the SPT: the Dynamic Modulus Test, which outputs a stiffness value for the asphalt pavement mixture; the Repeated Load Test, which simulates driving a heavy vehicle repeatedly over a sample of pavement; and the Static Creep Test, which simulates a heavy vehicle standing on a pavement specimen.
KW  - Asphalt mixtures
KW  - Asphalt pavements
KW  - Cost effectiveness
KW  - Cracking
KW  - Creep
KW  - Deformation
KW  - Fatigue (Mechanics)
KW  - Performance tests
KW  - Repeated loads
KW  - Rutting
KW  - Static loads
KW  - Stiffness
KW  - Superpave
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/05jan/07.cfm
UR  - https://trid.trb.org/view/754080
ER  - 

TY  - JOUR
AN  - 00987540
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Stasburg, G
AU  - Crawley, L C
AU  - Federal Highway Administration
TI  - KEEPING TRAFFIC ON THE RIGHT SIDE OF THE ROAD
PY  - 2005/01
VL  - 68
IS  - 4
SP  - p. 34-37
AB  - Cross-median crashes pose a significant hazard for motorists across the country, claiming numerous lives and causing millions of dollars of damage each year.  This article reports on a program implemented by the North Carolina Department of Transportation (NCDOT) to address this hazard.  The author first explores the problem of cross-median crashes, noting that they can take place on both horizontally and vertically curved sections of highways, as well as along straight and flat sections, and the events that lead to a cross-median crash include everything from fatigue and improper lane changes to inattention and medical emergencies.  In North Carolina, many freeways were constructed with medians between 11 and 15 meters (36 and 50 feet) due to right-of-way costs and environmental constraints.  This compounds the problem because even when vehicles are traveling at appropriate posted speeds it requires only a brief break in one's attention span to cross the median and strike oncoming traffic head-on.  The author then describes the research studies conducted to analyze this problem and come up with solutions.  The author discusses the three part approach that resulted.  The first phase was to install protective median barriers on freeways with cross-median crash histories. The second phase was to systematically protect all freeway sections with median widths of 21 meters (70 feet) or less. The third phase consisted of revising policies to prevent the construction of additional freeway sections with unprotected narrow medians. The author concludes that median barriers have achieved their objective of reducing cross-median crashes and saving lives. One sidebar describes the use of cable barriers.
KW  - Cables
KW  - Crash analysis
KW  - Crash characteristics
KW  - Cross median accidents
KW  - Guardrails
KW  - Median barriers
KW  - Medians
KW  - North Carolina
UR  - http://www.fhwa.dot.gov/publications/publicroads/05jan/06.cfm
UR  - https://trid.trb.org/view/754079
ER  - 

TY  - RPRT
AN  - 00987680
AU  - Haselkorn, M
AU  - Kolko, B
AU  - Rose, E
AU  - Krug, M A
AU  - Sauer, G
AU  - TransNow, Transportation Northwest
AU  - Washington State Department of Transportation
AU  - Washington State Transportation Center
AU  - Federal Highway Administration
TI  - WASHINGTON STATE DEPARTMENT OF TRANSPORTATION ELECTRONIC INFORMATION AND SUPPORTING SYSTEMS: CHALLENGES TO EFFECTIVE PRACTICE AND POLICY
PY  - 2005/01
SP  - 44 p.
AB  - This project developed and initiated a content management strategy for the design and electronic delivery of multiple types of public traveler information.  The results of this project enable the Washington State Department of Transportation (WSDOT) to integrate coherently a wide range of available transportation-related information and effectively disseminate that information to the public.  The content management strategy is based on four factors:  (1) the nature of the available information, (2) the information needs and behaviors of the traveling public, (3) the informational goals of WSDOT, and (4) the evolving capabilities of emerging communications technologies.  This strategy provides the framework for improving the current WSDOT traveler information website.  The process for developing a content management strategy for WSDOT also serves as a model for other state and local transportation departments as they grapple with the challenge of communicating multiple types of traveler information that is developed by multiple sources, often repurposed for public use, and delivered through a single portal.  The report also outlines strategies for continued adaptation of this content management strategy so that WSDOT can continue to update its information strategy and activities as the four key factors inevitably evolve.
KW  - Content management
KW  - Policy
KW  - Strategic planning
KW  - Traveler information and communication systems
KW  - Washington State Department of Transportation
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/753582
ER  - 

TY  - RPRT
AN  - 00987678
AU  - Dailey, Donald J
AU  - Bradbury, J
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - TRAFFICTV
PY  - 2005/01
SP  - 69 p.
AB  - TrafficTV is a traffic and traveler information resource available on cable television (UWTV2 Channel 76).  It began operation June 1, 1998, as part of the SmartTrek Operational Deployment under the name Traffic Channel.  The SmartTrek evaluation of May 2001 identified several problems with Traffic Channel and recommended some improvements.  This project made those changes and renamed the application TrafficTV.  A series of meetings was held in June 2003.  These meetings involved personnel from the Washington State Department of Transportation (WSDOT) Northwest Region, WSDOT Advanced Technology Branch, WSDOT Olympia office, the University of Washington's UWTV, and the UW Intelligent Transportation Systems Research Program. From these meetings came a set of recommended changes.  These changes were made to TrafficTV and are documented in this report.  Battelle Institute conducted a focus group in May 2004 to evaluate the resulting program.  This focus group concluded that TrafficTV is a useful traveler information tool but has not had sufficient public exposure to make it widely known to the traveling public.  A market penetration audit conducted by Media Audit in June and July 2004 indicated that when viewers were asked about TrafficTV, over 94,000 had seen the program within the last week.  This was deemed surprisingly high, given the lack of external exposure and that viewers would have found TrafficTV only by word of mouth or by "channel surfing."  Again, a conclusion of the audit was that additional exposure would make TrafficTV more valuable as a traveler information tool.  As a result of the publicity recommendations, a banner has been added to the North West Region's traveler information page to alert users in the availability of TrafficTV.
KW  - Advanced traveler information systems
KW  - Cable television
KW  - Focus groups
KW  - Improvements
KW  - Intelligent transportation systems
KW  - Marketing
KW  - Recommendations
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/603.1.pdf
UR  - https://trid.trb.org/view/753580
ER  - 

TY  - RPRT
AN  - 00987612
AU  - Al-Qadi, I L
AU  - Lahouar, S
AU  - Loulizi, A
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - GROUND-PENETRATING RADAR CALIBRATION AT THE VIRGINIA SMART ROAD AND SIGNAL ANALYSIS TO IMPROVE PREDICTION OF FLEXIBLE PAVEMENT LAYER THICKNESS
PY  - 2005/01
SP  - 65 p.
AB  - A ground-penetrating radar (GPR) system was used to collect data over the different pavement sections of the Virginia Smart Road from June 1999 until December 2002.  Three antennae at different frequencies were used for this research.  The collected data were successfully used to evaluate the physical GPR detection limitations, to evaluate the GPR accuracy for pavement layer thickness determination, to control the installation of three different types of reinforcing meshes installed within the pavement, and to estimate the in-situ complex dielectric constant of several types of hot-mix asphalt (HMA).  The data analysis results were verified by the well-documented structure and composition of each section of the road, in addition to the embedment of 35 copper plates (perfect electromagnetic reflectors) at the different layer interfaces during construction of the pavement.  It was found that GPR is a feasible nondestructive tool to estimate the layer thicknesses of bound and unbound aggregate layers, HMA layers, and concrete slabs.  However, interface detection can be altered if the layers have comparable dielectric constants.  A technique was developed to estimate the frequency-dependent in-situ complex dielectric constant of HMA materials.  Results have shown that the effect of the variations of the dielectric properties within the GPR bandwidth is insignificant vis-a-vis the accuracy of thickness estimation.  The use of GPR as a quality control tool to verify the success of steel reinforcing mesh installation was also found to be feasible.  Given the success of using GPR for the aforementioned applications in the Virginia Smart Road, it is recommended that the Virginia Department of Transportation use GPR more frequently as a quality control tool during new pavement construction projects and as an assessment tool prior to project rehabilitation and as part of Virginia's pavement management system.
KW  - Accuracy
KW  - Asphalt mixtures
KW  - Calibration
KW  - Dielectric properties
KW  - Ground penetrating radar
KW  - Hot mix asphalt
KW  - Installation
KW  - Nondestructive tests
KW  - Pavement layers
KW  - Pavement management systems
KW  - Quality control
KW  - Rehabilitation (Maintenance)
KW  - Reinforcing materials
KW  - Road construction
KW  - Thickness
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr7.pdf
UR  - http://ntl.bts.gov/lib/37000/37200/37215/05-cr7.pdf
UR  - https://trid.trb.org/view/753514
ER  - 

TY  - RPRT
AN  - 00984985
AU  - Poole, T S
AU  - USAE Research and Development Center (ERDC)
AU  - Federal Highway Administration
TI  - GUIDE FOR CURING OF PORTLAND CEMENT CONCRETE PAVEMENTS, VOLUME I
PY  - 2005/01
SP  - 49 p.
AB  - This document provides guidance on details of concrete curing practice as they pertain to construction of portland cement concrete pavements.  The guide is organized around the major events in curing pavements: curing immediately after placement (initial curing), curing during the period after final finishing (final curing), and termination of curing and evaluation of effectiveness of curing.  Information is presented on selection of curing materials and procedures, analysis of concrete properties and jobsite conditions, and on ways to adjust curing practice to account for specific project conditions.
KW  - Concrete curing
KW  - Concrete pavements
KW  - Evaluation
KW  - Materials selection
KW  - Portland cement concrete
KW  - Procedures
KW  - Properties of materials
UR  - http://www.fhwa.dot.gov/pavement/pub_details.cfm?id=344
UR  - https://trid.trb.org/view/747797
ER  - 

TY  - CONF
AN  - 01569072
AU  - Ramakrishnan, Uma
AU  - Daugherty, Laura
AU  - Pelkey, Neil W
AU  - Williams, Scott  C
AU  - North Carolina State University, Raleigh
TI  - Effects of Gender and Season on Spatial and Temporal Patterns of Deer-Vehicle Collisions
SN  - 0977809412
PY  - 2005
SP  - pp 478-488
AB  - White-tailed deer (Odocoileus virginianus) are a serious accident hazard, especially in suburban communities with high deer densities. Such areas are becoming more common as deer populations continue to grow throughout the northeastern United States. This study analyzed deer-vehicle collision data collected from police reports in Connecticut for 2000, 2001 and 2002. The purpose of this project was to integrate the use of standard crime mapping tools, multi-temporal remotely sensed vegetation imagery, human infrastructure, and the behavioral aspect of white-tailed deer to create a spatially explicit model of gender-specific deer-vehicle accident probabilities. The authors found marked differences between number, location, and seasonality of male and female accidents. Through most of the year, the number of males and females involved in accidents were relative to their proportion in the population. However, during the breeding season, there were a higher proportion of males involved in accidents. The spatial distribution of accidents involving deer also varied by season and sex – outside of the breeding season, accidents involving male deer were concentrated in a few key locations in the state. The difference in the spatial location of male and female accidents could be the result of resource partitioning exhibited by the species, with males occupying broader ranges in peripheral habitats. This model can be used to predict high risk areas as they change over the different seasons and design warning programs and adaptive education to these target areas.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Animal vehicle collisions
KW  - Connecticut
KW  - Crash analysis
KW  - Crash data
KW  - Deer
KW  - Gender
KW  - High risk locations
KW  - Road kill
KW  - Seasons
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359295
ER  - 

TY  - CONF
AN  - 01569071
AU  - Waller, John S
AU  - Servheen, Christopher
AU  - Patterson, David A
AU  - North Carolina State University, Raleigh
TI  - Probabilistic Measure of Road Lethality
SN  - 0977809412
PY  - 2005
SP  - pp 503-508
AB  - Throughout the world, the effects of highways and railroads on wildlife have been of great concern to scientists, land and wildlife managers, and the public, for over 80 years. Through these years, many researchers have sought to understand and mitigate the negative impacts of roads through theoretical and empirical research. However, to the authors' knowledge, no one has investigated the underlying probability theory that likely governs the extent to which linear transportation features result in wildlife mortality. One reason may be that the number of factors potentially influencing observed patterns of road mortality can be quite large and can quickly become intractable. The authors' objective here was to suggest that the lethality of linear transportation features to wildlife is governed primarily by two factors: traffic volume and time spent on the roadway. Using a simple Poisson model of expected vehicle arrival times, they estimated the probabilities of animals successfully crossing roads under different traffic volume and animal mobility constraints. They used actual vehicle counts from two study areas as examples, and used a study of grizzly bears along a major railroad and highway to illustrate these concepts. The authors discuss the usefulness of this approach to conservation problems, and place it in context with other efforts to quantify the occurrence of wildlife mortality due to highways. The hope is that these ideas will clarify and advance the search for solutions to what previously has been an intractable problem.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Animal vehicle collisions
KW  - Banff National Park
KW  - Crash risk forecasting
KW  - Grizzly bears
KW  - Montana
KW  - Road kill
KW  - Roadside fauna
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359302
ER  - 

TY  - CONF
AN  - 01569070
AU  - Gagnon, Jeffrey W
AU  - Schweinsburg, Raymond E
AU  - Dodd, Norris L
AU  - Manzo, Amanda L
AU  - North Carolina State University, Raleigh
TI  - Use of Video Surveillance to Assess Wildlife Behavior and Use of Wildlife Underpasses in Arizona
SN  - 0977809412
PY  - 2005
SP  - pp 534-544
AB  - The authors used integrated, four-camera video surveillance systems to assess and compare wildlife use of five open-span bridged wildlife underpasses along a 30-km stretch of reconstructed highway in central Arizona. They determined passage rates (proportion of animals approaching and crossing through underpasses) and categorized behavioral responses exhibited during underpass approaches and crossings. Two underpasses have been monitored for over 2-1/2 years; both open into the same meadow/riparian complex, are only 225 m apart, but have different below-span characteristics and dimensions, providing an excellent opportunity to compare use by wildlife. Four underpasses, in place for 18 months, have been monitored for over one year; two of these allowed for monitoring before ungulate-proof fencing was erected in association with the underpasses. This allowed the authors to record pre- and post-fencing passage rates and behavior to assess the role of fencing in funneling animals to underpasses and influencing passage rates. At the two adjacent underpasses monitored over 2-1/2 years (December 2002-June 2005), the authors recorded eight species of wildlife totaling 3,914 animals, including 3,548 elk (Cervus elaphus nelsoni), 216 white-tailed deer (Odocoileus virginianus cousei), and 6 species of carnivores including 4 mountain lions (Puma concolor). Overall, elk passage rates averaged 0.62, while only 15 deer crossed the underpasses (0.075 passage rate). The authors detected significant differences in passage rate and behaviors indicative of resistance to crossing. One underpass with earthen 2:1 sloped sides has been used more by elk (1,908 elk) displaying less resistant behaviors and delay in crossing compared to one with concrete walls (598 elk). This information was used in an adaptive management context to minimize concrete walls and pursue alternatives to soil stabilization at a wildlife underpass currently under construction. At the three recently completed underpasses, monitored February 2004-June 2005, the authors recorded 10 species of wildlife totaling 1,703 animals, including 860 elk, 367 white-tailed deer, 194 mule deer (O. hemionus), and 7 species of carnivores. Elk passage rates to date averaged 0.35, with the passage rate at two underpasses exceeding 0.50 and two below 0.27. Both white-tailed and mule deer regularly used the newer underpasses with passage rates of 0.40 and 0.29, respectively. Ungulate-proof fencing was completed through the underpasses in December 2004, and the authors continue to monitor wildlife response and changes in passage rates since this fencing was erected. Video surveillance constitutes a valuable tool in quantifying wildlife use of underpasses and assessing the effectiveness of underpasses and fencing. Continued monitoring will allow them to assess long-term use of passage structure.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Arizona
KW  - Surveillance
KW  - Video cameras
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359315
ER  - 

TY  - CONF
AN  - 01569069
AU  - Thiévent, Philippe
AU  - North Carolina State University, Raleigh
TI  - OptiFlux: A Tool For Measuring Wild Animal Population Fluxes for the Optimization of Road Infrastructures
SN  - 0977809412
PY  - 2005
SP  - pp 495-502
AB  - In West European countries natural habitats are often fragmented. In those countries fragmentation is both characterized by an increase in the number of habitat fragments and a decrease in their size, leading to animal population isolation. The geometry of linear infrastructures (e.g., roads, railways) is not so much a cause of destruction of animal habitats, but rather it acts more as a barrier between fragments. If one considers linear infrastructure as a barrier in landscapes, it is important to study biological fluxes between landscape features before deciding the final route of such infrastructures. OptiFlux development is based on the “resistance concept,” developed by G. Pain for his Ph.D. (2001) for SCETAUROUTE and the French Ministry of Environment and the Ministry of Transport. OptiFlux is an automatic GIS space analysis device. It is designed for the prediction and identification of the effects of linear infrastructure on the territorial occupation and viability of the animal populations concerned. OptiFlux can also be used to assess the relevance of fauna passages and, consequently, to optimize their final location and quantities. OptiFlux is crossing land use and environmental data, correlated with the ecological requirements of the species studied. OptiFlux is based on a population viability analysis, applying the SCETAUROUTE Arc View GIS standard. The innovative aspect of OptiFlux is its automated diagnostic approach, with the cross-relation of space and biological data. There are three direct applications for the tool: Identification of routes having least impact on wild animal population flows; Optimization of the number/location of fauna passages for the benefit of wild animals; Simulation of the positive effect of the fauna passages proposed. OptiFlux provides a preliminary approach for a quick identification of the critical areas to be taken into account for design and estimation of the infrastructure. However, it does not eliminate the need for expertise and verification of the results obtained by a field biologist. OptiFlux is a project optimization instrument, helping with the decision making process, concerning the necessity and relevance of the improvements retained. It is also a tool that provides images of future scenarios once the project is realized. OptiFlux has been tested on many species, such as Mustela lutreola, Osmoderma eremita, species of major importance in terms of the European wildlife heritage (threatened species), and Capreolus capreolus, Cervus elaphus, Sus scrofa, species encountered in the majority of projects. Several organizations have already expressed interest in this tool, such as the ONCFS (French National Hunting and Wildlife Authority), various French motorway companies, the IAURIF (Ile de France Regional Urban Planning and Development Institute), and the Direction Régionale de l’Equipement du Nord Pas de Calais.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Decision support systems
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Land use planning
KW  - Roadside fauna
KW  - Spatial analysis
KW  - Western Europe
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359300
ER  - 

TY  - CONF
AN  - 01569068
AU  - Leblanc, Yves
AU  - Bolduc, François
AU  - Martel, Donald
AU  - North Carolina State University, Raleigh
TI  - Upgrading a 144-km Section of Highway in Prime Moose Habitat: Where, Why, and How To Reduce
Moose-Vehicle Collisions
SN  - 0977809412
PY  - 2005
SP  - pp 524-533
AB  - In Quebec, as throughout North America, the number of vehicles on roads and the daily distances travelled increase continuously. At the same time, populations of moose (Alces alces) and white-tailed deer (Odocoileus virginianus) have reached unprecedented levels in this province. For example, the moose population increased from 60,000 to 100,000 animals in Quebec between 1990 and 2002. Hence, moose-vehicle collisions have increased and caused numerous human injuries and fatalities in recent years in Quebec. The main objective of the study was to identify roadway, habitat, and moose population features that correlated with the reported number of moose-vehicle collisions (MVCs) and propose measures to reduce risks to motorists. The study was implemented in the context of a planned project to upgrade a two-lane primary artery to a four-lane divided highway, located north of Québec City that bisects a wide forested area, the Laurentides Wildlife Reserve (LWR). Moose population and habitat variables were obtained from harvest, aerial inventory data, and aerial photos. Other variables were also measured from digital data layers using the ArcView GIS. Habitat suitability was computed using digital layers from ecoforestry maps and ArcView Spatial Analysis. Roadway variables were collected in the field or extracted and computed from digital layers with AutoCad and InRoads software packages. Moose-track surveys were also conducted monthly from June to September 2004 along the major conflict zone. Moose densities varied between 1.0 moose/10 km² in the center of the 144-km Highway 175 to 8 individuals/10 km² in its southern and northern portions. The authors estimated that between 573 and 860 moose were roaming within 5 km on each side of the highway in 2004. A controlled hunt and high quality habitats following forest exploitation and natural perturbations occurring within the LWR are likely to be major contributors to this growing population. The data analysis using AIC showed that four variables explained most variations in the number of MVCs among 1-km sections. These variables were (1) the slope complexity of the adjacent landscape, (2) the total length of rivers, streams, and brooks located within a 250-m buffer zone on each side, (3) the habitat suitability for forage within a buffer zone of 1 km on both sides, and (4) the proportion of steep (> 3-m high) road cuts. During fall and early winter habitat features were strongly related to the number and location of MVCs, whereas the influence of slope complexity was greater during summer. However, annual and seasonal models explained a limited amount of the variance in the number of MVCs (R² < 0.288) and could not be used efficiently to identify conflicting sections and set management priority. The longest and the most hazardous section tallied 25 km, which was surrounded by high-quality moose habitat. Track surveys in the summer of 2004 showed frequent movements across the highway, but little clustering. Because the authors could not find strong relationships between MVCs and road and habitats features, they used the numbers of recorded MVCs to delineate 5-km sections and establish actions to be taken to reduce risks. The top priority hazardous zone, which encompasses 25 km, will be fenced during the upgrading project and combined with two major underpasses.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Crash analysis
KW  - Habitat (Ecology)
KW  - High risk locations
KW  - Highway safety
KW  - Moose-vehicle accidents
KW  - Quebec (Province)
KW  - Roadside fauna
KW  - Ungulates
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359308
ER  - 

TY  - CONF
AN  - 01569067
AU  - Braden, Anthony W
AU  - Lopez, Roel R
AU  - Roberts, Clay W
AU  - Silvy, Nova J
AU  - Owen, Catherine B
AU  - Frank, Philip A
AU  - Davis, Donald S
AU  - North Carolina State University, Raleigh
TI  - Evaluation of a Highway Improvement Project on Florida Key Deer
SN  - 0977809412
PY  - 2005
SP  - pp 489-494
AB  - Deer-vehicle collisions (DVCs) are a concern in the recovery of the endangered Florida Key deer (Odocoileus virginianus clavium) on Big Pine Key, Florida. Since the 1960s, nearly half of the total deer mortality has been attributed to DVCs; the majority of these mortalities occurring along the United States Highway 1 (US 1) corridor. In 2002, the Florida Department of Transportation completed modifications to a 2.6-km segment of the US 1 corridor that included fencing, experimental deer guards, and underpasses designed to prevent deer entry into the roadway and minimize DVCs. The authors evaluated the effectiveness of highway modifications in reducing Key deer-vehicle collisions pre- and post-project using long-term mortality data. Overall US 1 DVCs remained unchanged due to DVC increases along the unfenced section of US 1 on Big Pine Key; even though highway modifications (i.e., deer guards, fencing, and underpasses) reduced Key deer-vehicle collisions by 83–95 percent both post-project years. Experimental deer guards minimized deer crossings to six deer crossings the first post-project year and three crossings the second year. As a result, the authors recommend experimental deer guards in combination with fencing (and underpasses when applicable) can benefit wildlife in urban/suburban settings while maintaining human safety.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal vehicle collisions
KW  - Big Pine Key (Florida)
KW  - Deer
KW  - Endangered species
KW  - Environmental protection
KW  - Fences
KW  - Highway corridors
KW  - Highway safety
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359298
ER  - 

TY  - CONF
AN  - 01569066
AU  - Gunson, Kari E
AU  - Chruszcz, Bryan
AU  - Clevenger, Anthony P
AU  - North Carolina State University, Raleigh
TI  - What Features of the Landscape and Highway Influence Ungulate Vehicle Collisions in the Watersheds of the Central Canadian Rocky Mountains: A Fine-Scale Perspective?
SN  - 0977809412
PY  - 2005
SP  - pp 545-556
AB  - Wildlife-vehicle collisions represent an additive source of mortality to wildlife populations, in addition to other mortality, such as predation and disease. The trends of increasing traffic volumes and road densities will only magnify the mortality impacts of roads on large mammals and other vertebrates. In this study, the authors examined the descriptive and spatial aspects of ungulate-vehicle collisions (UVCs) in the Central Canadian Rocky Mountains (CCRMs). They then specifically addressed the landscape and highway characteristics associated with the UVCs in four major watersheds: the Bow Valley, Kananaskis Valley, Kicking Horse Valley, and Kootenay Valley, each with differing road-types, topography, and habitat. The authors grouped the factors associated with vehicle collisions into three groups: combined, landscape-animal, and highway-vehicular-animal. The combined model included all variables, the landscape-animal model included factors that influence whether an animal makes it to the roadway, and the road-vehicular model included factors that influence the probability of an interaction between the animal and the vehicle. Between 1999 and 2003 all kill sites were initially measured with a Global Positioning System (GPS) (accuracy <3 m) and later revisited to measure all field measurements. Many other studies have looked at the factors associated with wildlife vehicle collisions; however, this study is unique in that the authors were able to revisit exact collision sites (accuracy <10 m). There were a total of 546 ungulate mortalities on all highways in the watershed with the majority occurring in the Bow Valley followed by the Kicking Horse Valley, and Kananaskis Valley, and the least occurring in Kootenay Valley. The distribution of kills was correlated with the traffic volumes on each road-type. Further, UVC distributions differed significantly from random distributions along all road types in each watershed. Type of habitat was the most important variable in explaining UVCs in the combined, landscape and Bow watershed models. UVCs were less likely to occur in open water, rock, and closed coniferous forest relative to open habitat. The proportion of open vegetation in the Bow Valley positively influenced wildlife mortality, while in the Kicking Horse watershed it negatively influenced mortality. Width and traffic volume were significantly positively correlated with the occurrence of UVCs in the combined model and Bow model, respectively. Elevation was a significant factor in the combined, landscape, Bow, and Kootenay watersheds, having a negative correlation on ungulate mortality. The proportion of open habitat positively contributed to kills in the Bow; whereas, it negatively influenced kills in the Kicking Horse. The three grouped models were ranked differently in their ability to predict the observed likelihood for UVCs. The combined model was the most important model in predicting the occurrence of UVCs, followed by the landscape model, and lastly the road-vehicular-animal model. The findings show that kills do not occur randomly in the landscape. Different scales of analysis, i.e., ecoregion or watershed perspective, can influence which variables are important in contributing to the spatial distribution of UVCs. Further, different groups of variables, i.e., roads and motorist related factors, or landscape and animal behavior factors, may contribute differently to the spatial occurrence of UVCs. The factors contributing to UVCs along each landscape and highway are critical for developing knowledge-based mitigation for reducing effects of vehicle collisions on large animal populations and increasing public safety on highways.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal vehicle collisions
KW  - Canada
KW  - Crash causes
KW  - Crash characteristics
KW  - Ecosystems
KW  - High risk locations
KW  - Mountain roads
KW  - Road kill
KW  - Rocky Mountains
KW  - Ungulates
KW  - Watersheds
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359317
ER  - 

TY  - CONF
AN  - 01569065
AU  - Dodd, Norris L
AU  - Gagnon, Jeffrey W
AU  - Boe, Susan
AU  - Schweinsburg, Raymond E
AU  - North Carolina State University, Raleigh
TI  - Characteristics of Elk-Vehicle Collisions and Comparison to GPS-Determined Highway Crossing Patterns
SN  - 0977809412
PY  - 2005
SP  - pp 461-477
AB  - The authors assessed spatial and temporal patterns of elk (Cervus elaphus nelsoni) collisions with vehicles from 1994-2004 (n = 456) along a 30-km stretch of highway in central Arizona, currently being reconstructed in five sections with 11 wildlife underpasses, 6 bridges, and associated ungulate-proof fencing. They used Global Positioning System (GPS) telemetry to assess spatial and temporal patterns of elk highway crossings and compare to elk-vehicle collision (EVC) patterns. Annual EVC were related to traffic volume and elk population levels (r² = 0.750). EVC occurred in a non-random pattern. Mean before-construction EVC (4.5/year) were lower than EVC on sections under construction (12.4 EVC/year). On the only completed section, EVC did not differ among before-, during-, and after-construction classes, even though mean traffic volume increased 67 percent from before- to after-construction levels, pointing to the benefit of three passage structures and fencing. On one section under construction, EVC increased 2.5x when fencing associated with seven passage structures was incomplete; EVC dropped dramatically once fencing was completed. The authors accrued 101,506 fixes from 33 elk (25 females, 8 males) fitted with GPS collars May 2002-April 2004. Elk crossed the highway 3,057 times (mean = 92.6/elk) in a non-random pattern. The authors compared EVC and crossings at five scales; the strongest relationship was at the highway section scale (r²  = 0.942). Strength of the relationship and management utility were optimized at the 1.0-km scale (r² = 0.701). EVC frequency was associated with proximity to riparian-meadow habitats adjacent to the highway at the section (r² = 0.962) and 1.0 km (r² = 0.596) scales. Though both fall EVC and crossings exceeded expected levels, the proportion of EVC in September-November (49%) exceeded the proportion of crossings and coincided with the breeding season, migration of elk from summer, and high use of riparian-meadow habitats adjacent to the highway. The proportion of EVC and crossings by day did not differ; both reflected avoidance of crossing the highway during periods of highest traffic volume. Though traffic volume was highest from Thursday-Saturday, the proportion of EVC was below expected. A higher proportion of EVC (59%) occurred relative to crossings (33%) in the evening hours (17:00-23:00); 34 percent of EVC occurred within a one-hour departure of sunset, and 55.5 percent within a two-hour departure. EVC data are valuable in developing strategies to maintain permeability and increase highway safety including selecting locations of passage structures.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Animal vehicle collisions
KW  - Arizona
KW  - Crash characteristics
KW  - Crash locations
KW  - Elk
KW  - Global Positioning System
KW  - Roadside fauna
KW  - Ungulates
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359293
ER  - 

TY  - CONF
AN  - 01569064
AU  - Huijser, Marcel P
AU  - Camel, Whisper
AU  - Hardy, Amanda
AU  - North Carolina State University, Raleigh
TI  - Reliability of the Animal Detection System Along US Hwy 191 in Yellowstone National Park, Montana, USA
SN  - 0977809412
PY  - 2005
SP  - pp 509-523
AB  - Animal detection systems use high-tech equipment to detect large animals when they approach the road. Once a large animal is detected, warning signs are activated urging drivers to reduce their vehicle speed, be more alert, or both. Lower vehicle speed and increased alertness may then lead to fewer and less severe collisions with, for example, deer (Odocoileus sp.), elk (Cervus elaphus), or moose (Alces alces)). For this study, the authors investigated the reliability of the animal detection system installed along US Hwy 191 in Yellowstone National Park, Montana, USA. The system was designed to detect elk and stored all detection data, including the detection zone in which the detection occurred, and a date and time stamp. Interpretation of the detection data suggested that at least 47 percent of all detections were related to animals crossing the road. However, animals walking in the right-of-way or medium-sized mammals (e.g., coyotes, Canis latrans) do not generate a clear detection pattern, and were, therefore, classified as “unclear.” Therefore, the 47 percent should be regarded as a minimum estimate. The timing and direction of travel of crossing events, indicated by detections on opposite sides of the road, matched local knowledge about the behavior of the elk, suggesting that the system was able to detect large animals, specifically elk, and that the data were interpreted correctly. The authors also compared the spatial distribution of the crossing events with snow tracking data. The spatial distribution of the crossing events and elk tracks showed a close match, again suggesting that the system was able to detect elk, and that the data were interpreted correctly. Almost 87 percent of all elk crossings recorded through snow tracking could be linked to a crossing event detected by the system. However, medium-sized mammal species, such as coyotes and wolves (Canis lupus), were not or rarely detected. Furthermore, the authors identified the presence and location of blind spots (potentially 17.8% of the total length covered by the sensors). Blind spots were defined as locations where the system failed to detect a human crossing between the sensors. Most of the blind spots were due to curves and slopes that caused the detection beam to shoot too high above the ground. The total time for which the flashing warning lights would have been activated was estimated at one hour and 13 minutes per day, a marked difference compared to permanently activated warning signs. Most crossing events (72.6%) were completed within three minutes, and the median duration of a crossing event was one minute and 29 seconds. If the warning signs would be activated for three minutes after the last detection, the signs would have been continuously activated for 88.1 percent of all detection intervals (i.e., time between consecutive detections) during crossing events. Similarly, 78.1 percent of all crossing events would have had the warning signs continuously activated while the crossing was in process. The authors conclude that the system reliably detects large animals, especially elk, but the system does not detect all elk that cross the road, e.g., because of blind spots. In addition, a three-minute activation period for the warning signs appears to be a good balance between keeping the signs turned on while elk are in the process of crossing the road, and not presenting drivers with activated warning signs longer than necessary.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Detection and identification systems
KW  - Elk
KW  - Highway safety
KW  - Montana
KW  - Reliability
KW  - Roadside fauna
KW  - Sensors
KW  - Warning signals
KW  - Warning signs
KW  - Wildlife
KW  - Yellowstone National Park
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359304
ER  - 

TY  - CONF
AN  - 01568769
AU  - Wray, Stephanie
AU  - Reason, Paola
AU  - Wells, David
AU  - Cresswell, Warren
AU  - Walker, Hannah
AU  - North Carolina State University, Raleigh
TI  - Design, Installation, and Monitoring of Safe Crossing Points for Bats on a New Highway Scheme in Wales
SN  - 0977809412
PY  - 2005
SP  - pp 369-379
AB  - The greater horseshoe bat (Rhinolophus Ferrumequinum) is strictly protected under European Union (EU) and United Kingdom (UK) legislation. This serves to ensure that the species (as well as its roosting sites and feeding habitat) receives strict protection and that appropriate monitoring of populations will be undertaken. The Milton-Carew-Sageston area of West Wales (UK) has been shown to be utilized by much of the Welsh population of greater horseshoe bats. Potentially, therefore, anything which significantly affects this area could have an important impact upon the survival of this population. A proposed road scheme, the A477 Sageston to Redberth Bypass, was to pass through a mosaic of pasture, hedgerows, marshy stream courses, and small woodlands, which constitutes near optimal foraging habitat and dispersal routes for bats. Greater horseshoe bats had been shown to cross the existing road in several locations, and there were known to be nine principal greater horseshoe bat roosts within 2.5 km of the study area. In order to reduce the likelihood of the bats being killed on the new road, it was necessary to discourage the bats from foraging along the road verge, while simultaneously providing safe and attractive crossing points, at locations where the bats were already known to cross the route of the proposed road. This involved: (i) the maintenance of attractive linear features (lines of trees, hedgerows, etc.) perpendicular to the route to lure the bats away from the road; (ii) a relatively wide verge of poor quality habitat (e.g., amenity grassland, hard standing, etc.) directly adjacent to the carriageway (and for some distance along it) to discourage the bats from foraging along the road; (iii) safe crossing points at culverts underneath the road on the alignment of existing flight lines; and (iv) the omission or alteration of street lighting at crossing points to be retained so that these areas remain in relative darkness. The exact location of the tunnels, the planting leading to them, and the engineering design of the tunnel approaches were developed by an integrated team of ecologists and engineers. The measures were installed in 2002, and the road opened to traffic in 2003. The success of the mitigation measures have been monitored through bat activity surveys in 2003 and 2004, and the tunnels are proving to be extremely effective in allowing bats to cross the road safely. No records of bat/vehicle collisions have been recorded. Information is also provided on other schemes in Wales which have involved the provision of safe crossing points and mitigation for horseshoe bats.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Bats
KW  - Bypasses
KW  - Endangered species
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Roadside fauna
KW  - Wales
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359217
ER  - 

TY  - CONF
AN  - 01568768
AU  - Donaldson, Bridget M
AU  - North Carolina State University, Raleigh
TI  - Use of Highway Underpasses by Large Mammals and Other Wildlife in Virginia and Factors Influencing
Their Effectiveness
SN  - 0977809412
PY  - 2005
SP  - pp 433-441
AB  - The rapid increase in animal-vehicle collisions on U.S. roadways is a growing concern in terms of human safety, property damage and injury costs, and viability of wildlife populations. Wildlife crossing structures are gaining national recognition by transportation agencies as effective measures to reduce animal-vehicle collisions and connect wildlife habitats across transportation corridors. In Virginia, white-tailed deer and black bear pose the highest risk. This one-year study was conducted to monitor various underpass structures in Virginia to determine the structural and location attributes that make a crossing successful in terms of use by large mammals. The underpasses, most of which were not specifically designed as wildlife crossings, consist of box culverts and bridges of varying sizes. Remote cameras installed at seven underpass sites in Virginia have recorded more than 2,700 wildlife photographs and documented 1,107 white-tailed deer crossings in the most heavily used structures. Underpasses with a minimum height of 12 ft were successful at facilitating deer passage. Such structures were also heavily used by a variety of wildlife species, including coyote, red fox, raccoon, groundhog, and opossum. Structures with drainages that mimic natural waterways can encourage use by a diversity of terrestrial, semi-aquatic, and aquatic species. This report provides guidance in choosing cost-effective underpass design and location features that are necessary to consider to increase motorist safety and habitat connectivity. The findings also demonstrate that if only a minimal number of deer-vehicle collisions is prevented by an effective underpass, the savings in property damage alone can outweigh the construction costs of the structure.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Cost effectiveness
KW  - Culverts
KW  - Habitat (Ecology)
KW  - Mammals
KW  - Virginia
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359226
ER  - 

TY  - CONF
AN  - 01568767
AU  - Cramer, P C
AU  - Bissonette, John A
AU  - North Carolina State University, Raleigh
TI  - Wildlife Crossings in North America: The State of the Science and Practice
SN  - 0977809412
PY  - 2005
SP  - pp 442-447
AB  - In this paper the authors present results from a telephone survey as part of a National Cooperative Highway Research Program (NCHRP) project, Evaluation of the Use and Effectiveness of Wildlife Crossings (NCHRP 25-27). Specifically, they present a summary of North American efforts to mitigate road effects for wildlife. The authors stress the need to provide multiple wildlife passages along transportation corridors to begin to accommodate the movement of the full complement of species in an area. They surveyed over 250 transportation professionals in the United States and Canada by telephone to learn more about efforts to make roads more permeable for wildlife. They asked questions about both the practice and science associated with road ecology. Participants employed by agencies, private organizations, and academic institutions answered questions concerning wildlife crossings, planning for wildlife and ecosystems, animal-vehicle collision information, and past, current, and future research activities related to roads and wildlife. As of September 2005, they found that there were at least 460 terrestrial and 300 aquatic crossings in North America. Trends in practice over time since wildlife passages began to be installed in the 1970s appear to show an increased number of target species in mitigation projects, increased numbers of endangered species used as target species for mitigation, increasing involvement of municipal and state agencies, an increase in the number of passages and accompanying structures constructed, and a continent-wide trend of neglect of maintenance of these passages. The trends in the science revealed a tendency for a broadening of the scope of research in terms of the number of species considered, an increase in the length of time monitoring projects were conducted, and an increase in the number of participants in scientific monitoring of mitigation projects and in general road ecology research. There are several projects in North America where multiple crossings have been or will be installed to accommodate a large suite of species and their movement needs. These include Alberta’s Trans Canada Highway mitigation efforts, Montana’s U.S. Highway 93 mitigation projects, Arizona’s projects along U.S. 93 and on State Route 260, Florida’s I-75 Alligator Alley project, and Vermont’s future Route 78 and US 7-SR 9 projects. These projects may be models for how road construction activities can increase the permeability of the roaded landscape. The authors also present recommendations to assist in the research, design, placement, monitoring, and maintenance of crossings. They summarize the state of the practice and science of road ecology with respect to wildlife with suggestions to increase permeability of transportation corridors, and to increase communication and cooperation among those who would be involved in the mitigation of roads and other travel corridors.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Ecology
KW  - Environmental protection
KW  - Highway corridors
KW  - North America
KW  - State of the art
KW  - State of the practice
KW  - Surveys
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359227
ER  - 

TY  - CONF
AN  - 01568766
AU  - Brodziewska, Jadwiga
AU  - North Carolina State University, Raleigh
TI  - Wildlife Tunnels and Fauna Bridges in Poland: Past, Present and Future, 1997-2013
SN  - 0977809412
PY  - 2005
SP  - pp 448-460
AB  - In Poland the road and rail network crosses many sensitive areas, such as national parks, landscape parks, wildlife reserves, landscape protection areas and Natura 2000 sites, i.e., the protected area system of the European Union, because of road density, high landscape diversity, and its mosaic pattern. As a consequence of Poland joining the European Union in 2004, many changes have happened and are still happening all over the country, especially in building new roads and railway lines. The harmonization of the Polish legal system with the EU directives required the improvement of environmental legislation making the monitoring before and after the building of such constructions necessary together with the preparation of environmental assessment studies. The animal migration problem has become one of the most important barriers in the decision-making process on where to build new roads and improve others. According to the previous plans, most of the roads that should have become expressways or highways of national or international importance also bring higher traffic and driving speed in those areas. As a consequence, the risk of collisions became higher and many motorists died in fatal accidents. On average, on the 160-km A2 highway running from Nowy Tomyśl to Konin, 40 accidents with mammals were recorded in one month in 2003. The consciousness of the society grew enormously following these events, and it also urged the appropriate governmental institutions, as well as private companies, investors, and non-governmental organizations, to study animals along the roads all over the country, with special attention to their movement. As a first step toward solving this problem, the identification of animal migration routes became an important task. Besides large species that can cause the death of the driver when colliding with a car (such as elk, deer, wild boar), several smaller animals (such as fox, badger, amphibians or reptiles) with vulnerable populations in the surveyed area were also studied, and the building of passages and bridges for wildlife has become not only an obligation but also a necessity both at the constructor as well as at the social level. Since 1997 more than ten overpasses and one underpass were built for large mammals (elk, deer, wolf, wild boar) in Poland. They are located along the E65 international road, Katowice - Kraków and the Przylesie - Nowogowczyce sections of the A4 highway, Poznan - Nowy Tomyśl and Nowy Tomyśl - Konin sections of the A2 highway, Stryszek- Białe Błota section of the no. 10. national road, and Komorniki - Stęszewo section of the no. 5. national road. The decision about the exact location of the game bridges and the game passage was made after detailed interviews with national park officials and foresters, in addition to the results of field work. The monitoring of the effectiveness of these constructions revealed a lot of mistakes and often proved no use of the mitigation measures by the target animals. The main reasons for non-functioning were too-small dimensions, especially width in all of game bridges; lack of screens separating the animals from noise; vibration, light and visual disturbances, no or not enough vegetation on the bridges; lack of guiding structures leading the animals to the passages; and lack of fences along the road. As a consequence of such results, mitigation measures were improved and maintained better. For small mammals, amphibians, and reptiles, nine underpasses were built in 2004 along the Budzisko - Augustów section of the international road called Via Baltica, Jeleniów section of the local road next to the E67 international road, and Chabówka - Rdzawka section of the E 47 expressway. The decision about where to put tunnels was made on the basis of field research (day and night transects, the sound monitoring of amphibians, and amphibian breeding sides investigations) made by national park staff, private companies, and volunteers. The follow-up monitoring of these structures showed that the effectiveness of the tunnels with guiding structures is nearly 100 percent for amphibians and reptiles and 85 percent for small mammals. In the following nine years (2005-2013) several more wildlife passages will be built on Polish roads along the Łódź - Częstochowa section of the A1 highway, Przylesie - Prądy section of the A4 highway, Rosnówek section of the no. 5. national road, Zywiec - Zwardoń section of the S69 international road, Wyszków - Skuszew section of the no. 8. national road, and Poznań - Kórnik section of the no. 11. national road. From among these constructions the most important passages will be along the Zywiec – Zwardoń section of the S69 international road, as they will be aimed to protect wildlife of international importance (bears, lynx, and wolves).
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal migrations
KW  - Environmental policy
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Poland
KW  - Roadside fauna
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359228
ER  - 

TY  - CONF
AN  - 01568765
AU  - Smith, Daniel J
AU  - North Carolina State University, Raleigh
TI  - Ecological Impacts of SR 200 on the Ross Prairie Ecosystem
SN  - 0977809412
PY  - 2005
SP  - pp 380-396
AB  - Ross Prairie is a 6,500-ha conservation area in SW Marion County, Florida. It serves as an important regional habitat node connecting the Ocala National Forest to the Withlacoochee and Goethe State Forests. SR 200 is a major two-lane state highway that bisects the reserve. Rapid growth and development have recently necessitated the need to widen the road to four lanes. A comprehensive approach that employed several methods was used to determine the current and potential impacts of SR 200. These methods included road-kill and track surveys, mark-recapture and telemetry studies, and GIS analysis. Each method was used to evaluate road impacts on different taxa. The study was conducted from May 2002 to December 2004. Results of the road-kill surveys included 759 individuals from 57 identifiable species. The majority were anurans followed by meso-mammals. Locations of significant numbers or rare species of road-kills by taxa were identified. A total of 537 sets of whitetail deer, 481 sets of carnivore, and 474 sets of snake tracks were recorded. Hotspots were identified for snake, white-tail deer, and carnivore tracks. A total of 1,777 herpetiles were captured in right-of-way drift fence traps. Southern leopard frogs and Florida gopher frogs were most abundant. Individuals of several species of snakes, frogs, and lizards were recorded crossing the road in the two sandhill crossing sections, and moving to/from the Ross Prairie wetland basin. Of 342 small mammals captured, one cotton mouse was recorded crossing the road; only six small mammals were found as road-kills. The road likely is a significant barrier to small mammal movement. Average home range of 18 gopher tortoises monitored adjacent to the road was 3.14 ha. Only three attempted crossings of SR 200 were recorded, two were successful, and one resulted in death. For gopher tortoise, the road is a semi-permeable barrier. Home range of the 13 eastern indigo snakes monitored averaged 127.6 ha. No road crossings were recorded; they seemed to use the road as a home range boundary. Because of road-kills, there is documented evidence that road crossings are attempted. Only 5 bobcats, 2 coyotes, and 1 gray fox were captured and used in the carnivore telemetry study. Yet observations, track, and scat evidence suggest that a significantly higher number of these animals were present in the Ross Prairie area. Average home range size was 13.67 km² for bobcats. Most radio-collared felids avoided SR 200 or used the road as a home range boundary, whereas the radio-collared canids commonly crossed major roads. To improve habitat connectivity and eliminate road mortality the authors recommended installing four box culverts in the upland sandhill areas, bridges at each wetland/upland ecotone, and a series of five culverts within the wetland basin adjoined by a herpetile exclusion wall. Between all these structures they suggested 2-m barrier fencing with herpetile-excluding mesh at the base of the fence.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Ecosystems
KW  - Environmental impact analysis
KW  - Habitat (Ecology)
KW  - High risk locations
KW  - Marion County (Florida)
KW  - Road kill
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359219
ER  - 

TY  - CONF
AN  - 01568764
AU  - Kaye, Delia R J
AU  - Walsh, Kevin M
AU  - Rulison, Eric L
AU  - Ross, Christopher C
AU  - North Carolina State University, Raleigh
TI  - Spotted Turtle Use of a Culvert Under Relocated Route 44 in Carver, Massachusetts
SN  - 0977809412
PY  - 2005
SP  - pp 426-432
AB  - A new highway alignment for relocated Route 44 in Carver, Massachusetts, resulted in the direct alteration of 2.5 acres and indirect alteration of 3.9 acres of habitat for three state-listed turtle species: the wood turtle (Clemmys insculpta), spotted turtle (Clemmys guttata), and eastern box turtle (Terrapene c. carolina). As part of the mitigation requirements for impacts to rare species habitat, the Massachusetts Highway Department (MassHighway) conducted a two-year preconstruction study to determine the habitat preferences and seasonal movements of the state-listed species. The study determined that no wood turtles were present in the study area, that there was a large but declining population of box turtles, and that two highly used spotted turtle habitats would be bisected by the proposed highway entrance ramp. An intermittent stream channel proposed to be piped under the new entrance ramp was identified as a primary travel corridor between the two habitats. Based on the findings of the preconstruction study, MassHighway identified a simple solution to allow the stream channel to continue to provide a migratory corridor for spotted turtles. To achieve this goal, MassHighway increased the proposed culvert size from a 24 inch pipe to a 6 foot by 6 foot box culvert. In the spring and summer of 2004, post construction monitoring was conducted to determine the effectiveness of the culvert as a spotted turtle crossing structure. Nine turtles were fitted with radio transmitters and thread bobbins and followed three times per week in the spring and early summer, and once per week in the late summer to determine culvert effectiveness. Direct evidence (thread trails, visual observation) was documented for seven turtles, and indirect evidence (radio telemetry points on both sides of the culvert, visual observation) was documented for 13 turtles, confirming the use of the culvert as a crossing structure. A future study is recommended to document potential effects of traffic and noise on the spotted turtle population, continued use of the culvert, and potential changes to rare species habitat from the highway construction.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Culverts
KW  - Endangered species
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Massachusetts
KW  - Turtles
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359225
ER  - 

TY  - CONF
AN  - 01568763
AU  - Pelletier, Steven K
AU  - Carlson, Lars
AU  - Nein, Daniel
AU  - Roy, Robert D
AU  - North Carolina State University, Raleigh
TI  - Railroad Crossing Structures for Spotted Turtles: Massachusetts Bay Transportation Authority–
Greenbush Rail Line Wildlife Crossing Demonstration Project
SN  - 0977809412
PY  - 2005
SP  - pp 414-425
AB  - Loss of access to critical habitats is a key wildlife concern, particularly for species listed for protection by state and federal agencies. Rail corridors pose unique design challenges by virtue of the need to avoid abrupt changes in track curves and grade in the right of way (ROW). Spotted turtles (Clemmys guttata) are particularly vulnerable to habitat fragmentation due to their limited mobility and dependence on a diversity of specific foraging, nesting, and aestivation habitats. Spotted turtles also display an apparent reluctance to enter or cross through narrow and confined culverts typically found under road and rail line ROWs. In association with the Greenbush Line Commuter Railroad Restoration Project, the Massachusetts Bay Transportation Authority initiated a demonstration project in spring of 2003 to determine the effectiveness of a proposed railroad crossing structure in an urbanized landscape. Three identical, open-air prototypes were positioned in the ROW of a former railroad bed between adjacent wetlands known to support spotted turtles. Each structure was linked with temporary funneling barriers along the track edges. Structure placement was in accordance with microhabitat survey assessments, radio telemetry data, and direct movement observations. To evaluate the effectiveness of the structures, remote photographic stations were established at each crossing, and radio telemetry was used to track turtle movements. Monitoring was conducted from April 2, 2003, until July 8, 2003. Study results demonstrated spotted turtle crossing patterns and frequency through the ROW during the monitoring period similar to that prior to barrier development. Crossings also were shown to be utilized by 17 other wildlife species, including reptiles, amphibians, birds, and mammals. The demonstration project concluded that location and design of the crossing structures provided an effective means of maintaining habitat connectivity for a variety of wildlife species, as well as spotted turtles. As part of the Conservation and Management Plan developed for the Greenbush Line Project, which is now under construction, 45 wildlife crossing structures are proposed at key locations along the ROW. A post-construction monitoring plan will be conducted to evaluate the use of these structures by wildlife species.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Demonstration projects
KW  - Endangered species
KW  - Habitat (Ecology)
KW  - Lines of track
KW  - Massachusetts
KW  - Massachusetts Bay Transportation Authority
KW  - Railroad tracks
KW  - Right of way (Land)
KW  - Turtles
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359224
ER  - 

TY  - CONF
AN  - 01568762
AU  - Malo, J E
AU  - Hervás, I
AU  - Herranz, J
AU  - Mata, Carmen
AU  - Suárez, F
AU  - North Carolina State University, Raleigh
TI  - How Many Days to Monitor a Wildlife Passage? Species Detection Patterns and the Estimation of the
Vertebrate Fauna Using Crossing Structures at a Motorway
SN  - 0977809412
PY  - 2005
SP  - pp 406-413
AB  - The barrier effect imposed by roads and railways on vertebrate populations has aroused both scientific and social concern and has led to the construction of crossing structures for such fauna in new infrastructures. Good practice demands that investment in such mitigation measures should be followed by systematic monitoring of their effectiveness, in order to improve the design of further works. These monitoring schemes need standardized protocols in order to deliver scientifically sound results at an affordable cost. In this context, the present contribution analyzes the suitability of monitoring schemes aimed at determining which vertebrate species use crossing structures in relation to the number of days spent monitoring each crossing structure. The analysis considers data on vertebrates using 22 structures crossing a motorway in northwest Spain, which were monitored for 15-26 consecutive days. Species accumulation curves were fitted by non-linear estimation procedures to the species accumulation pattern detected at each crossing structure in order to estimate the asymptotic number of species using each one of them. Modelling was carried out using 11 functions applied in ecological studies to analyze species accumulation curves in relation to sampling intensity. The results show that species accumulation curves for crossing structures have a rapid increase phase followed by a long tail of slow accumulation. Thus, 25 or more monitoring days may be needed to detect over 80 percent of the species using a crossing structure, but 60 percent of them are detected by day 10, and 70 percent, by day 16. The statistical fit obtained for different function types allows the Clench model to be recommended for evaluating the results obtained in monitoring programs intended to determine the number of species using each crossing structure. This model yielded the highest mean explanatory power (mean r²=0.905) using only two parameters; it provided neither a systematic overestimate nor an underestimate of richness, and offered a low degree of uncertainty (2.3% non-significant parameters). In short, 10 to 15 days of monitoring may be enough to provide a basic knowledge of the animal species using crossing structures at a particular time, although the monitoring period could be somewhat shorter or longer according to the requirements of particular cases.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Data collection
KW  - Environmental monitoring
KW  - Roadside fauna
KW  - Spain
KW  - Time duration
KW  - Vertebrates
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359222
ER  - 

TY  - CONF
AN  - 01568761
AU  - Pocock, Zoe
AU  - Lawrence, Ruth E
AU  - North Carolina State University, Raleigh
TI  - How Far into a Forest Does the Effect of a Road Extend?
SN  - 0977809412
PY  - 2005
SP  - pp 397-405
AB  - The concept of the road-effect zone has been developed and researched predominantly in the Northern Hemisphere. This study measures the extent of road impacts into a temperate eucalypt forest ecosystem in southeastern Australia. The Epsom-Barnadown Road is a two-lane arterial road connecting regional centres in northern Victoria to the City of Greater Bendigo. Passing through the Bendigo Regional Park, the Epsom-Barnadown Road carries more than 1,600 vehicles per day. Transects of 1 km in length cited perpendicular to the road were established to measure road impacts on the flora and fauna of box-ironbark forest. Exotic vegetation was found to extend about 50 m from the road. Traffic noise and light penetration varied according to topography and vegetation cover, but averaged of 350 m and 380 m, respectively, from the road. Mammal surveys indicated there was an increase in species richness once traffic noise reached ambient levels (40 dB) and traffic light penetration ceased. Bird surveys resulted in the identification of four species (9%) that only occurred within 150 m of the road (edge species) and 21 species (58%) that only occurred at distances of 150 m or more from the Epsom-Barnadown Road (interior species). A core habitat area for bird species was identified at about 900 m from the road. It was found that the average width of forest in the Bendigo Regional Park impacted by the Epsom-Barnadown Road was 1800 m, which translates to an area of 1.8 km² per kilometre of road.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Arterial highways
KW  - Ecosystems
KW  - Environmental impacts
KW  - Forests
KW  - Habitat (Ecology)
KW  - Roadside flora and fauna
KW  - Spatial analysis
KW  - Temperate regions
KW  - Victoria (Australia)
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359220
ER  - 

TY  - CONF
AN  - 01567200
AU  - Ben-Ami, Dror
AU  - Ramp, Daniel
AU  - North Carolina State University, Raleigh
TI  - Modeling the Effect of Roads and Other Disturbances on Wildlife Populations in the Peri-Urban
Environment to Facilitate Long-Term Viability
SN  - 0977809412
PY  - 2005
SP  - pp 317-322
AB  - Roads and traffic exhibit a multitude of impacts on wildlife populations. Most road ecology research seeks to assess the quantity and diversity of fatalities from collisions with vehicles, while studies documenting the impact of roads on the structure and sustainability of wildlife populations adjacent to roads have been lacking. Populations of wildlife existing within the confines of fragmented reserves are particularly susceptible to fatalities on roads, especially those situated within peri-urban and semi-rural matrices. The authors chose to examine the effects of disturbances, including fatalities on roads, using four case studies from Australia. These studies included a range of fauna, including the long-nosed bandicoot, the koala, and two studies of the swamp wallaby. To explore the impact of the various threats to wildlife living in peri-urban reserves, each case study utilized a population modeling approach. A combination of PVA modeling and sensitivity analysis was used to assess the impact of disturbances on the populations and identify appropriate management options to target disturbances. The authors discuss the utility of this approach in enabling conservation managers to assess the long-term viability of wildlife in these environments and in establishing management targets for improving viability in populations predicted to decline. In all four cases road fatalities were a major disturbance, but the different landscape characteristics of each reserve and other threat levels altered the relative impact of roads. The findings suggest that the combination of a range of management options, such as road fatality prevention, control of predation, and improvements in immigration and fertility, are often necessary although the exact combination will be location specific. Road management in the peri-urban environment can play a substantial role in ensuring the persistence of isolated populations in protected reserves that are surrounded by, and traversed by, roads. Given the broad geographic scale of roads, their effect on wildlife populations may be best understood from a landscape perspective, taking into account other disturbances that may be influencing population viability. The authors recommend the integration of PVA, sensitivity analysis, and GIS-based dispersion models as a suitable means for addressing both the temporal and spatial impacts of roads in order to successfully manage wildlife populations.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Australia
KW  - Case studies
KW  - Conservation
KW  - Environmental impacts
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Roadside fauna
KW  - Urban areas
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-301-324.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1358993
ER  - 

TY  - CONF
AN  - 01567199
AU  - Goosem, Miriam
AU  - Weston, Nigel
AU  - Bushnell, Sally
AU  - North Carolina State University, Raleigh
TI  - Effectiveness of Rope Bridge Arboreal Overpasses and Faunal Underpasses in Providing Connectivity
for Rainforest Fauna
SN  - 0977809412
PY  - 2005
SP  - pp 304-316
AB  - Rope bridge overpasses and faunal underpasses were effective in restoring rainforest habitat connectivity for many tropical rainforest species that suffer high levels of road mortality or that avoid large clearings, such as those for roads, and, therefore, suffer barrier effects. Faunal underpasses furnished with logs and rocks to provide cover were constructed in 2001 at a hotspot for tree-kangaroo mortality. The narrow road and 120-m-wide strip of abandoned pasture divided two blocks of rainforest severing an important highland wildlife corridor through an agricultural landscape. No rainforest small mammals were recorded crossing the gap in six months of trapping prior to the road upgrade. During the upgrade, corridors of rainforest trees were planted through the pasture to connect with underpass entrances. Underpass use was monitored weekly using sand tracking beds complemented by infrared-triggered digital cameras. Weekly road kill data were collected for 12 months prior to construction and continues on two 0.5-km road transects in the vicinity of the underpasses and two transects along a highway dividing similar rainforest habitat 5km to the north. In 2004, bird and small mammal use of the planted corridors was investigated. Many terrestrial rainforest species use the underpasses, including medium-sized and smaller mammals and terrestrial birds, together with two confirmed passages of the rare target species, Lumholtz’s tree-kangaroo. Road mortality near the underpasses has remained low, whereas road kill rates are much greater along the narrow rainforest highway without underpasses. Community composition of rainforest birds within the corridors is approaching that of edge rainforest nearby, demonstrating effectiveness at this early stage of growth. However, although rainforest small mammals reside in the corridors, feral and pasture species still dominate, emphasizing the need for longer growth periods to encourage greater use by rainforest specialist mammals of the connectivity afforded by corridors and underpasses. Several rope bridges erected 7m above narrow roads and designed for use by rare arboreal rainforest mammals have also proven effective and are regularly used by the obligate arboreal Lemuroid ringtail possum, which will not cross roads on the surface or via underpasses. Several other possums that rarely venture to ground level are also regular crossers. Structures also provide safe crossing routes for arboreal species that otherwise suffer road mortality. Monitoring using active infrared-triggered cameras, scat and hair collection, and spotlighting has shown all target rainforest ringtails and other possums using rope tunnel and cheaper rope ladder designs. Similar designs have since been installed elsewhere in Australia over four-lane highways. Subsequent rainforest studies will investigate use of longer rope bridges above a wide highway using mark-recapture and radio-tracking to determine home range and provide population information prior to construction, followed by systematic monitoring of the rope bridges.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Forests
KW  - Habitat (Ecology)
KW  - Queensland
KW  - Road kill
KW  - Roadside fauna
KW  - Tropics
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-301-324.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1358992
ER  - 

TY  - CONF
AN  - 01567198
AU  - Bekker, Hans
AU  - North Carolina State University, Raleigh
TI  - Taking the High Road: Treetop Bridges for Arboreal Animals
SN  - 0977809412
PY  - 2005
SP  - pp 323-323e
AB  - The major impact of habitat fragmentation results from the barrier effect caused by the construction and use of linear infrastructure of transportation systems. Habitat fragmentation can be described as the splitting of natural habitats and ecosystems into smaller and more isolated patches. It is recognized as one of the most important global threats to the conservation of biological diversity. Fauna passages are constructed to minimize the negative effects of habitat fragmentation. However, there are only some vague ideas about measures for tree-dwelling mammals (excluding bats). Some anecdotal stories, using the international network and information from and discussion with interested people, helped to develop some thoughts for design and construction of tree-bridges. There is some information about measures for squirrels, dormice, monkeys, possums and pine marten. These species, for which such measures could be fruitful, are sometimes very common and well known by the public: squirrels; and sometimes rare and only known by specialists and biologists: several obscure possums. The ideas for measures are asking for input from a broader audience. This paper will present and discuss some ideas and some concrete examples and some results of tree-bridges.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Ecosystems
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Mammals
KW  - Roadside fauna
KW  - Trees
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-301-324.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1358994
ER  - 

TY  - CONF
AN  - 01567197
AU  - Griffin, Kathleen
AU  - North Carolina State University, Raleigh
TI  - Use of Low Fencing with Aluminum Flashing as a Barrier for Turtles
SN  - 0977809412
PY  - 2005
SP  - pp 366-368
AB  - The author examined the effects of road mortality on a population of western painted turtles (Chrysemys picta belli) in west-central Montana; these turtles make up the majority of road mortalities in a section of highway that bisects the Ninepipes National Wildlife Refuge. The objective of the barrier fencing experiment was to determine whether turtles were able to breach fencing designed to direct turtles towards crossing structures and thereby keep them off the road. The author constructed 45.7-cm-high turtle enclosures out of 2- by 5-cm fencing with and without 10- or 15-cm-high flashing attached at the top. Turtles were placed in the enclosures, and behavior was observed for one hour. Of 124 turtles, only four (3.2%) were able to climb to the flashing. No turtles climbed over the flashing within the time allowed. In enclosures without flashing, two (3.8%) were able to breach the fencing. The results of this experiment will help in the design of appropriate barriers to keep turtles off the road and direct them towards crossing structures.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Fences
KW  - Montana
KW  - Road kill
KW  - Roadside fauna
KW  - Turtles
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-325-368.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359022
ER  - 

TY  - CONF
AN  - 01567196
AU  - Puky, Miklós
AU  - North Carolina State University, Raleigh
TI  - Amphibian Road Kills: A Global Perspective
SN  - 0977809412
PY  - 2005
SP  - pp 325-338
AB  - Transportation infrastructure is a major factor determining land use forms. As global changes in this factor are the most important for biodiversity, roads fundamentally influence wildlife. The effect of roads on wildlife has been categorized in several ways resulting in six to ten categories with road kill as an obvious and important component, and amphibians are greatly affected by this factor. As this animal group has been documented to decline from multiple threats worldwide, the study and mitigation of their deaths on roads has become an important conservation priority. It was also detected as a single cause of decline, and data have accumulated on related population fluctuations, isolation, decline, and extinction in several countries. Genetics studies greatly improve the insight into these processes, e.g., by repeatedly proving significantly low heterozigocy in populations of several species living near roads. Amphibian road kills have been long documented and described due to their spectacular nature, but the overall effect of transportation infrastructure on amphibians was often underestimated due to contrasting research results. The speed of transport and the duration and timing of the surveys in which information was collected turned out to be decisive factors, causing differences of 5.5-16 times the number of road-killed amphibians recorded, mainly in connection with the low visibility and retention time of amphibians on roads. In light of such amphibian-related differences, the often cited national road kill estimates may well be considerably higher in practice, as well. Amphibian road mortality studies have been conducted almost exclusively in developed countries, mostly in Europe and North America, and under temperate zone conditions. In general, all terrestrial and semi-aquatic amphibian species can suffer from road kills where they have populations near roads. However, different amphibian species are threatened to a different extent by traffic because of their specific life history characteristics. Besides amphibian-specific factors (amphibian movement types, length and direction of movement, velocity, temporal movement pattern, behavioural changes on roads), the spatio-temporal pattern of amphibian road kill is also influenced by habitat and transportation characteristics (especially aquatic habitats and vegetation, road density, traffic intensity, vehicle speed, position and structure of roads, and awareness of drivers, respectively) and weather conditions (precipitation, temperature, wind). The effect of these factors must be understood before the need for mitigation can be evaluated and measures designed and built. Many mitigation measures have been built since the first amphibian tunnels were created in 1969 near Zürich, Switzerland, and a high diversity of technical solutions successfully reduced amphibian road kills under different conditions. New research results have shown that amphibian tunnels can also be permeable for reptiles, such as snakes and small mammals. However, the lack of maintenance and construction deficiencies are common problems, which lower the efficiency of these measures worldwide. Road kills also have socio-ecological importance. Successful road-kill related projects have the potential to improve the understanding of decision-makers regarding road-related problems, also leading to their support of more complex conservation projects, including, for example, habitat restoration or compensatory developments near roads. Using the media to educate the general public about conservation efforts to reduce road kill, such as setting up frog fences in the USA and toad saving campaigns in Europe, clearly helps to realize this aim by influencing support provided by various authorities.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Amphibians
KW  - Animal behavior
KW  - Conservation
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Road kill
KW  - Roadside fauna
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-325-368.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359019
ER  - 

TY  - CONF
AN  - 01567195
AU  - Iuell, Bjørn
AU  - Strand, Olav
AU  - North Carolina State University, Raleigh
TI  - Monitoring Effects of Highway Traffic on Wild Reindeer
SN  - 0977809412
PY  - 2005
SP  - pp 292-300
AB  - Some of the major wildlife problems associated with transport infrastructure development in Norway involve the negative effects on reindeer populations. Documented effects include barrier effects resulting in fragmented populations and indirect impacts on reindeer grazing caused by disturbance from road traffic and human activities in general. Wild reindeer are sensitive to disturbance and are known to have high alertness and tend to be extremely shy of human activities. The disturbance caused by road traffic and human activities can reduce the reindeer's use of areas for large distances (several kilometres) on either side of roads. The result of this avoidance is a reduction in the available grazing resources, which during the winter consist mainly of lichens, in wide zones parallel to roads, and an equivalent increase in grazing pressure in a zone at some distance from roads in undisturbed areas. Because lichens needs 20 – 30 years to recover after periods of intensive grazing, the wild reindeer are regarded as especially vulnerable to barriers that reduce their possibilities to reach new grazing grounds. At the Hardangervidda, the biggest mountain plateau in Southern Norway, the functional use of the wild reindeer area has probably changed from being a large-scale rotation in the use of the food resources and calving areas, to a more restricted use of a smaller and central area, becoming an overexploitation of a too small area. The northern parts of the Hardangervidda, for example, are functionally parted from the rest by Highway (Hw) 7 and the railroad. This situation is not unique to the northern parts of Hardangervidda, but appears to be a general problem for most of the edges, and many of the surrounding of the plateau areas that also happen to be most affected by humans and are no longer used by the reindeer. The Norwegian directorate for nature management has suggested closing down a stretch of about 40 km of Hw 7 crossing the Hardangervidda, during the winter months. The aim is to resume reindeer habitat use in this part of the area. Even if the road has very low traffic in the winter months (ADT 300-400), the suggestion has caused a lot of protests and discussions locally. In 2002 scientists from the Norwegian Institute of Nature Research (NINA) were engaged by the Norwegian Public Roads Administration (NPRA) in a five-year study to undertake research on patterns of reindeer habitat use and utilization of the lichen grazing resources and on the movements of wild reindeer in the areas believed to be influenced by the road. The main purpose of the project is to find out to which degree the road and/or the traffic generated by the road constitute a barrier for the wild reindeer, and if it has a repelling effect on the animals. The NPRA will draw up its recommendation to the Parliament on the future management of the road based on the results of the project. The project has equipped a total of more than 20 animals with GPS transmitters, providing continuous detailed and accurate data on their habitat use and movements. The GPS units are programmed to register each animal each third hour. The data are stored in the computer in the collar, which includes a possibility for remote data transfer, and the computer is programmed to deliver the data every second week. The collar also sends out a VHF signal, so the animal can be tracked, and the data downloaded to a portable computer. Because the fragmentation is the result of the cumulative effects of different disturbance sources, the project also aims to look into the relative contribution level of disturbance from other sources than road traffic, e.g., power lines, the settlement of cottages and alpine resorts, and recreational use by skiers and snow scooters.  Maps of the distribution of different reindeer food resources (e.g., lichens) have been produced both by using field surveys and by the use of satellite images. When the preliminary GPS data are compared with the distribution of lichen resources in the area, it is clear that the animals do not use the areas richest in lichens: going to the outskirts of the plateau and in a zone 5 – 7 km from the road. This zone of avoidance also strengthens the barrier effect of the road such that the migration routes to and from the North are more or less cut off. This is both a problem of reduced genetic flow, and the availability of winter grazing resources. The field work closes in 2005, and the results will be presented in 2006. The data will hopefully also give valuable information about the relative disturbance from other disturbance factors, so that action can be taken based on the right factors. Future research should focus more on the relative and cumulative effects of different disturbance factors, and whether placing selected stretches of the road in tunnels can eliminate or reduce the negative effects on reindeer.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Animal migrations
KW  - Deer
KW  - Environmental impacts
KW  - Environmental monitoring
KW  - Highway traffic
KW  - Norway
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-287-300.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1358968
ER  - 

TY  - CONF
AN  - 01567194
AU  - Carey, Marion
AU  - North Carolina State University, Raleigh
TI  - Addressing Habitat Fragmentation Impacts from Construction of a New Highway
SN  - 0977809412
PY  - 2005
SP  - pp 301-303
AB  - The purpose of this project was to develop methods to analyze impacts from and find solutions for habitat fragmentation resulting from the construction of a new highway across two military bases (McChord Air Force Base and Fort Lewis Army Base). The bases contain large blocks of rare terrestrial habitats. The need to maintain the security of the bases limits the ability to use on-site methods, such as underpasses and crossing structures. In 2003, the Crossbase highway project, which had been a Pierce County-sponsored project, was identified as a new state highway, and thus became the Washington State Department of Transportation’s (WSDOT) responsibility. The six-mile-long highway cuts through two adjoining military bases to connect a heavily developed urban/industrial area with Interstate 5. Both military bases have core areas containing airfields, housing, operational, and commercial areas that are surrounded by largely undeveloped natural habitats consisting of large wetlands, coniferous forests, rare oak woodlands, and rare native prairie areas. These natural areas are bisected by an extensive network of gravel and paved roads and are used for military training activities. These rare habitats support four federal candidate species, and one state-listed endangered species. Development activities surrounding the military bases have fragmented and eliminated much of the habitats outside of the bases. The new highway is expected to result in three main ecological impacts: direct loss of rare habitat types, decreased use of surrounding habitat due to impacts associated with the operation of the highway (e.g., noise), and habitat fragmentation or isolation of habitats. While mitigation ratios exist to address the elimination of habitats such as wetlands, no ratios or methods exist to quantify impacts associated with operation impacts or habitat fragmentation. Working in conjunction with Washington State Department of Fish and Wildlife (WDFW), WSDOT developed a method to assess these impacts based on the level of function that would be lost. This method was used to determine what the total habitat enhancement and restoration package for the Crossbase highway should be. The resulting habitat enhancement and restoration package that was developed consists of three parts: acquisition of a large parcel of rare habitat, restoration and enhancement of the acquired site, and providing funding for additional restoration, acquisition, and enhancement activities. While construction of the highway has not begun, WSDOT is proceeding with acquiring the restoration and enhancement site and has provided funding for the additional acquisition, restoration, and enhancement activities. The developed method will be used on other new highway projects in the future.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Endangered species
KW  - Environmental impact analysis
KW  - Habitat (Ecology)
KW  - Highway planning
KW  - Restoration ecology
KW  - Road construction
KW  - Washington (State)
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-301-324.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1358991
ER  - 

TY  - CONF
AN  - 01567193
AU  - Ruediger, William (Bill) C
AU  - Wall, Ken
AU  - Wall, Robin
AU  - North Carolina State University, Raleigh
TI  - Effects of Highways on Elk (Cervus Elaphus) Habitat in the Western United States and Proposed
Mitigation Approaches
SN  - 0977809412
PY  - 2005
SP  - pp 269-278
AB  - Elk herds in the western United States are a national treasure that has taken many decades to establish and nurture since the early 1900s. Billions of dollars of public and private funds have gone into re-establishment of elk and other terrestrial wildlife species. While some highway agencies have begun to address elk and other terrestrial wildlife species in new highway projects, more progress is needed. Consistency is a problem. Some projects in elk habitat consider wildlife crossings, often for safety purposes only. Land management and state wildlife agencies need to be more involved in highway projects and wildlife mitigation.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Deer
KW  - Elk
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Highways
KW  - Road kill
KW  - Western States
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-269-278.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1358964
ER  - 

TY  - CONF
AN  - 01567192
AU  - Olenicki, Tom
AU  - Craighead, Lance
AU  - North Carolina State University, Raleigh
TI  - Modeling Highway Impacts Related to Grizzly Bear Core, Living, and Connectivity Habitat in Idaho,
Montana, and Wyoming Using a Two-Scale Approach
SN  - 0977809412
PY  - 2005
SP  - pp 287-291
AB  - To address highway impacts on grizzly bear movements and population persistence (and by inference other wildlife species) a two-tiered modeling approach was used. At a coarse scale, highway segments were ranked in importance based upon their relative effects on grizzly bear core and connectivity habitat. At a fine scale, influences were examined by including highway features such as jersey barriers and bridges in the modeling process. Grizzly bears are widely considered an “umbrella” or “focal” species whose protection and persistence will benefit a broad assemblage of plant and animal species; in general, maintaining grizzly bears will maintain biodiversity and the health and function of natural ecosystems. Highways have negative impacts on grizzly bears, biodiversity, and natural ecosystems that can be mitigated to some degree by reducing the fragmentation effects of the highway. To address fragmentation effectively, highway segments need to be prioritized based upon their relative impact on grizzly bear habitat and movement. Highway mitigation efforts and habitat conservation efforts can then be guided to address the areas of greatest impact. Factors found to affect grizzly bear movement and habitat quality are road density, building density, land cover type, habitat heterogeneity, and amount of forest-grassland edge habitat. Within a geographic information system (GIS), habitat quality was modeled and used to define core areas (large enough area for a small population to survive), living habitat (large enough for an individual to survive), and connectivity habitat (connections between core habitat). Highway impacts on grizzly bear habitat and movement were estimated at the coarse scale by estimating the total length of highway intersecting: (1) suitable grizzly living habitat, (2) core grizzly habitat, and (3) connectivity habitat. Highways were weighted to reflect their overall impact, and lengths of highway segments were estimated to reflect the relative impact of each highway on grizzly bear habitat. Highway impacts on grizzly bear habitat and movement at the fine scale incorporated data on building locations, road sinuosity, slope, and global positioning system (GPS) locations of highway features such as jersey and/or texas barriers, and presence of guardrails. These features tend to affect animal and/or motorist behavior during attempts at highway crossings. At the fine scale, areas of secure habitat were delineated based upon contiguous areas of high quality habitat encompassing 10 km² or larger. A pilot modeling project was completed for the Bozeman Pass, Montana, area that should be applicable to other highway segments within potential grizzly bear habitat of Montana, Idaho, and Wyoming. The authors' approach offers the ability to identify important areas at a coarse scale and then use fine-scale efforts to identify specific road segments of concern. Fine scale modeling should be done at all high-impact sites to help determine optimal locations where animals may attempt to cross highways. Additionally, other species may be modeled to examine locally important wildlife.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Ecosystems
KW  - Environmental impacts
KW  - Geographic information systems
KW  - Grizzly bears
KW  - Habitat (Ecology)
KW  - Highways
KW  - Idaho
KW  - Montana
KW  - Wildlife
KW  - Wildlife crossings
KW  - Wyoming
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-287-300.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1358967
ER  - 

TY  - CONF
AN  - 01567191
AU  - Jochimsen, Denim M
AU  - North Carolina State University, Raleigh
TI  - Factors Influencing the Road Mortality of Snakes on the Upper Snake River Plain, Idaho
SN  - 0977809412
PY  - 2005
SP  - pp 351-365
AB  - This study documents the magnitude of road mortality on snake species that occur in sagebrush steppe habitat, provides insight into how susceptibility to this mortality differs among species as well as by sex and age class of individuals, and examines how different landscape variables influence road-kill aggregations using a logistic regression model. The author collected data by road cruising a 183-km road loop on the upper Snake River Plain in southeastern Idaho from May through October of 2003. The author conducted 56 total routes, traveling 10,248 km and encountering a total of 253 snakes (0.025 snakes/km) over the six-month survey period; 93 percent of these animals were found dead on the road surface (DOR). The majority of observations belonged to two species, with gophersnakes (Pituophis catenifer) comprising 75 percent of all road records, and western rattlesnakes (Crotalus oreganus) comprising 18 percent of all road records. Monitoring data from three of the largest snake hibernacula on the site indicate that rattlesnakes are the most abundant snake species, comprising 50 percent of all captures at trapping arrays since 1994. This suggests that gophersnakes may be more susceptible to road mortality due to higher vagility, or that monitoring efforts do not effectively estimate their populations; this question remains to be explored. Overall, the author documented more traffic casualties of adults than any other age class, the majority of which were males (64%). Road mortality varied seasonally by age and sex classes for both gophersnakes and rattlesnakes. More adult male gophersnakes were discovered DOR in May and June, while the death of adult females did not exhibit a trend. The author documented a significant pulse of subadult mortality during the month of September. The seasonal trends in mortality of rattlesnakes differed from gophersnakes, but were not significant. This indicates that individuals may be more susceptible to road mortality during specific movements, such as mating or migration. The logistic regression indicated that increased cover of grass along roadsides, basalt piles, and mean distance to den were positively associated with gophersnake occurrence on roads. As most grasses on the site are invasive, this result implies that habitat change due to invasive species may be increasing susceptibility of gophersnakes to mortality.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Ecosystems
KW  - Habitat (Ecology)
KW  - Idaho
KW  - Logistic regression analysis
KW  - Road kill
KW  - Roadside fauna
KW  - Snakes
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-325-368.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359021
ER  - 

TY  - CONF
AN  - 01567190
AU  - Simek, Stephanie L
AU  - Jonker, Sandra A
AU  - Endries, Mark J
AU  - North Carolina State University, Raleigh
TI  - Evaluation of Principal Roadkill Areas for Florida Black Bear
SN  - 0977809412
PY  - 2005
SP  - pp 279-286
AB  - The high number of vehicle-bear collisions and the potential impact of these collisions on both humans and bears prompted a re-evaluation of principal roadkill areas for the Florida black bear (Ursus americanus floridanus). The Florida Fish and Wildlife Conservation Commission has documented an increasing statewide trend in the number of roadkill bears since 1976. Previous research indicates roadkills are concentrated in particular areas based on several habitat features (Gilbert and Wooding 1996). Additionally, Gilbert and Wooding (1996) suggest the areas with the largest bear populations (Apalachicola, Big Cypress, and Ocala) have accounted for the greatest number of roadkill, particularly Ocala National Forest. Most recently, Gilbert et al. (2001) prioritized “chronic” bear roadkill areas using roadkill data and habitat characteristics. A subset of black bear roadkill locations (May 2001-September 2003) was evaluated as part of a larger study focusing on several variables, including changes in patterns of principal roadkill areas. Using a simple density analysis (ESRI), principal roadkill areas were identified as those areas which have three or more roadkill instances within a distance of one mile. A one-mile buffer was established surrounding each of these identified areas to ensure that all roadkill locations were included. From the established criteria and analysis, principal roadkill areas were defined during the time frame May 2001 through September 2003. These principal roadkill areas were located in Apalachicola, Chassahowitzka, Ocala, and St. Johns. The majority of the principal roadkill areas, similar to previous research (Gilbert and Wooding 1996), were identified in Ocala. Although the results from the 2001-2003 analysis identified a number of principal roadkill areas documented by Gilbert and Wooding (1996) and Gilbert et al. (2001), several segments were no longer classified as principal roadkill areas, and a few new areas were documented. These new results prompted a re-evaluation of the data using the same time frame as Gilbert and Wooding (1996) as well as the full data set (1976-2004) to determine the causes of variation. These results identify trends in the occurrence of principal roadkill areas and determine re-occurring “chronic” areas. This evaluation provides information for managers and planners who must take direct management action in an effort to minimize road impacts on bears.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Black bears
KW  - Data analysis
KW  - Florida
KW  - Habitat (Ecology)
KW  - High risk locations
KW  - Road kill
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-279-284.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-285-286.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1358965
ER  - 

TY  - CONF
AN  - 01567189
AU  - Andrews, Kimberly M
AU  - Gibbons, J Whitfield
AU  - North Carolina State University, Raleigh
TI  - Dissimilarities in Behavioral Responses of Snakes to Roads and Vehicles Have Implications for Differential Impacts Across Species
SN  - 0977809412
PY  - 2005
SP  - pp 339-350
AB  - Roads can act as a barrier to overland movement of animals by causing habitat fragmentation, disrupting landscape permeability, and having an impact on survivorship patterns and behavior. The authors conducted field experiments to determine how southeastern U.S. snake species with different behaviors and ecologies responded to roads. They attributed interspecific differences in how individual snakes responded to ecological and behavioral differences among the species tested. The probability that a snake would avoid entering the road rather than crossing it varied significantly among species. Smaller species showed high road avoidance behavior. They also observed significant differences in crossing speeds among species. Most nonvenomous species crossed more rapidly than venomous ones. Nonetheless, all species minimized road-crossing time by traveling at perpendicular angles. The authors also conducted field tests to determine how individual snakes respond to passing vehicles. They observed that most individuals of the three species tested became immobile when a vehicle passed, a non-adaptive behavior that would prolong roadcrossing time of an individual and further exacerbate a species’ vulnerability when crossing roads. It is essential that the differential responses of snakes and other animals to roads be identified if the direct impacts of road mortality are to be incorporated into future mitigation plans that minimize road impacts in efforts to design more effective transportation systems.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Habitat (Ecology)
KW  - Highway traffic
KW  - Road kill
KW  - Roadside fauna
KW  - Snakes
KW  - Southeastern United States
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-325-368.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1359020
ER  - 

TY  - CONF
AN  - 01566880
AU  - Payson, Liz
AU  - Corwin, Jennifer
AU  - North Carolina State University, Raleigh
TI  - High-Altitude Revegetation Experiments on the Beartooth Plateau Park and Carbon Counties, Montana,
and Park and Bighorn Counties, Wyoming
SN  - 0977809412
PY  - 2005
SP  - pp 245-249
AB  - The Federal Highway Administration (FHWA) Central Federal Lands Highway Division is conducting a comprehensive study to identify techniques that maximize the opportunities for successful revegetation along high altitude portions of U.S. Highway 212, the Beartooth Highway. A portion of the Beartooth Highway that travels through alpine and subalpine areas is proposed for reconstruction by the FHWA. FHWA has conducted revegetation experiments in the form of test plots and seed-increase experiments since 1999 to identify the most successful revegetation techniques for revegetating alpine areas. Over a period of four years, four revegetation experiments have been placed on the Beartooth Highway to investigate the most effective revegetation techniques for subalpine and alpine disturbances. Variables tested include topsoil placement, organic amendments, surface mulches, seeding rate, and seed source (locally collected or commercial sources). In addition, three seed-growout experiments have been conducted at a nearby farm in Manderson, Wyoming, to assess whether seed collected on the Beartooth Plateau can be produced in large quantities and used to revegetate disturbed areas associated with construction. These seed-growout experiments tested the potential to commercially produce a variety of alpine and subalpine forb, grass, and sedge seed. The results from this study will assist highway departments, mining, oil and gas, and utility companies, and other land-management agencies in revegetating high-altitude disturbances to meet requirements of various state, local, and federal permits. The study makes conclusions about the effectiveness of several revegetation items, such as seeding rate, type of organic amendment, fertilizer reapplication, and topsoil placement and makes recommendations for further study regarding native-seed propagation.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Beartooth Highway
KW  - Highway corridors
KW  - Montana
KW  - Mountain roads
KW  - Native plants
KW  - Restoration ecology
KW  - Roadside flora
KW  - Vegetation
KW  - Wyoming
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh7-245-249.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1358342
ER  - 

TY  - CONF
AN  - 01566878
AU  - Bonoff, Michael B
AU  - Toledo, Zachary O
AU  - Ryan, William A
AU  - Carson, Robert G
AU  - North Carolina State University, Raleigh
TI  - Oregon Department of Transportation’s OTIA III State Bridge Delivery Program: 400 Bridges
One Biological Opinion
SN  - 0977809412
PY  - 2005
SP  - pp 231-242
AB  - The Oregon Department of Transportation (ODOT) concluded a study in 2001 of the condition of Oregon bridges nearing the end of their design life—those built in the late 1940’s to the early 1960’s. Funded under the first two phases of the Oregon Transportation Investment Act (OTIA I and II), this study found varying degrees of shear (diagonal cracking) in a large number of the state’s bridges. In July 2003, Oregon Governor Ted Kulongoski signed legislation authorizing OTIA III, a $2.5 billion transportation package, including $1.3 billion to repair or replace over 400 bridges under the OTIA III State Bridge Delivery Program (Bridge Program) over the next 10 years. Timely completion of environmental regulatory permitting was critical to meet the Bridge Program’s aggressive construction schedule. To facilitate this, ODOT and the Federal Highway Administration (FHWA) began working with a number of federal and state regulatory and resource agencies in late 2002 to develop permitting strategies that would meet the dual goals of timely review of individual permitting and protection and enhancement of fish and wildlife habitat. In addition to coverage under the Federal Endangered Species Act (ESA), the preferred regulatory compliance approach needed to ensure compliance with other state and federal statutes designed to protect fish, wildlife, and plant species and their habitat, including the Oregon ESA, Migratory Bird Treaty Act (MBTA), Marine Mammal Protection Act (MMPA), Magnuson-Stevens Fishery Conservation and Management Act (MSA), and Fish and Wildlife Coordination Act. As a contractor to ODOT, Mason, Bruce & Girard, Inc. (MB&G) worked closely with ODOT and other state and federal agencies from 2003 through 2004 to prepare a programmatic Biological Assessment (BA) for the Bridge Program. Critical to the BA was the development of a set of environmental performance standards designed to minimize and avoid impacts to ESA listed species. In addition, a fluvial performance standard was developed to ensure that bridges replaced under the OTIA III Program would enhance, not simply maintain, geomorphological features at the bridge site. The BA was submitted to the regulatory agencies in March 2004. In June 2004, ODOT received a joint Biological Opinion from NMFS and the USFWS addressing 73 threatened, endangered, proposed, and selected sensitive species and their designated or proposed critical habitat. In addition to listed fish, wildlife, and plants, the BA also satisfied the requirements of the MMPA, MBTA, FWCA, and MSA. ODOT expects that 85 to 90 percent of the bridges under the OTIA III Bridge Program will be permitted using the programmatic approach, resulting in significant time and cost savings. ODOT anticipates that the programmatic approach to environmental compliance will, program-wide, result in time and cost savings of two years and $54 million over the 10-year program, exclusive of time saved on the part of state and federal resource agencies. Bridge design using the environmental performance standards developed for the program is now underway.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Bridges
KW  - Compliance
KW  - Environmental policy
KW  - Environmental streamlining
KW  - Oregon Department of Transportation
KW  - Permits
KW  - Programming (Planning)
KW  - Project delivery
KW  - Rehabilitation (Maintenance)
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh6-227-244.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1358335
ER  - 

TY  - CONF
AN  - 01566870
AU  - Cresswell, Warren
AU  - Wray, Stephanie
AU  - North Carolina State University, Raleigh
TI  - Mitigation for Dormice and Their Ancient Woodland Habitat Alongside a Motorway Corridor
SN  - 0977809412
PY  - 2005
SP  - pp 250-259
AB  - The M2 motorway-widening scheme in Kent, England was set within a constrained, environmentally sensitive corridor. Ecologists were involved from the earliest stages of the project and throughout the planning, development, and implementation phases they worked alongside the design engineers to develop pragmatic solutions to the potential impacts of the scheme. One of the most significant impacts was on the areas of ancient woodland that abut the existing motorway. Since the widening was on-line or adjacent to the existing motorway, the widening proposals sought to minimize the ancient woodland land-take, but some loss was inevitable. The scheme was discussed at length with the statutory consultees. One option considered was a contribution to offsite habitat creation (mitigation banking). Instead, a scheme for the creation of new woodland adjacent to the scheme was developed. However, rather than simply planting trees onto a bare site, an ambitious proposal to translocate the existing ancient woodland soil to the new site was implemented. From the outset, the ancient woodland topsoil was identified as a valuable resource, having developed in shaded conditions for hundreds of years and containing a considerable diversity of woodland seeds, bulbs, micro-organisms, and invertebrates. The majority of the woodlands affected by the scheme were commercial sweet chestnut coppice of little intrinsic nature conservation value, but all of the woodlands supported the protected hazel dormouse. Over a year before the contract to widen the M2 was let, the ecological advance works began on site. The trees within all of the strips of woodland where the motorway widening would take place were coppiced during winter, using hand-held tools and without permitting vehicles onto the ancient woodland soil. This work was timed to coincide with the period when dormice would be hibernating on the ground. On waking from hibernation in spring, the dormice moved into the canopy of the remaining woodland, where their habitat had been enhanced by the provision of artificial nest sites and woodland-management techniques, including selective coppicing and replanting. The following autumn, the ancient woodland soil (with its seed-bank intact) was carefully excavated and re-spread on a specially prepared ‘receptor site.’ One hundred mature coppiced hazel trees were transplanted from the area of the widening to the new site to provide food for dormice. Also, 60,000 new trees of an appropriate diverse species mix and of local provenance were planted. Piles of decaying timber were also assembled to provide a habitat for fungi and dead wood invertebrates. The new woodland that has been created connects three existing woods, enhancing their nature conservation value and providing a linking function as a substantial ‘wildlife corridor.’ There is also a public footpath and bridleway, suitably fenced throughout the length of the site so that the new woodland can be enjoyed by local people. The translocated ancient woodland soil will give the new woodland a valuable start in its development by providing many of the important components of a woodland ecosystem. The site is being monitored closely for at least the next 10 years, and each successfully transferred element of the habitat is being carefully logged and its progress to full establishment recorded. Five years on, the woodland is developing well. There is a distinct woodland ground flora, with carpets of bluebells in the spring, and woodland invertebrates are still present. The tiny fragment of retained woodland in the center of the site still holds a population of dormice. The translocated and new Hazel are beginning to fruit heavily so that a further eight hectares of habitat will soon be available to the population.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Conservation
KW  - Ecosystems
KW  - Endangered species
KW  - Habitat (Ecology)
KW  - Highway corridors
KW  - Kent (England)
KW  - Pavement widening
KW  - Roadside flora and fauna
KW  - Rodents
KW  - Topsoil
KW  - Transplanting
KW  - Vegetation
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh7-250-259.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1358345
ER  - 

TY  - CONF
AN  - 01566866
AU  - Spooner, Peter G
AU  - North Carolina State University, Raleigh
TI  - Response of Acacia Species to Soil Disturbance by Roadworks in Southern New South Wales, Australia
SN  - 0977809412
PY  - 2005
SP  - pp 260-267
AB  - Heavy machinery is regularly used throughout the world to maintain infrastructure corridors. The purpose of this study is to investigate the response of roadside populations of three Acacia shrub species to soil disturbance from roadworks. Results were highly variable. However, resprouting and seedling emergence led to a 6.2 percent population increase at four road reserves. Two years after grading, there was significant resprouting of A. decora and resprouts reached a mean height of 72 cm. One year after disturbance, 71 percent of A. decora resprouts flowered and 49 percent also set viable seed. In contrast, there was patchy seedling emergence of A. pycnantha and A. montana. These results show that grading of roadsides appears to favor plants with strong resprouting ability and that the scale of response depends on the plants life-history attributes and the prevailing disturbance regime. Further studies of individual plant responses to soil disturbance can only better the understanding of plant dynamics in road and other transportation corridors.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Environmental impacts
KW  - Grading (Earthwork)
KW  - Highway maintenance
KW  - Native plants
KW  - New South Wales
KW  - Roadbuilding machinery
KW  - Roadside flora
KW  - Shrubs
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh7-260-268.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1358347
ER  - 

TY  - CONF
AN  - 01566863
AU  - Aberle, Barbara
AU  - North Carolina State University, Raleigh
TI  - Washington State’s Transportation Permit Efficiency and Accountability Committee (TPEAC)
SN  - 0977809412
PY  - 2005
SP  - pp 220-225
AB  - Washington State is about to complete a five-year effort to improve the environmental-permitting process for transportation projects. From its start in 2001, the Transportation Permit Efficiency and Accountability Committee (TPEAC) sought to streamline the environmental-permitting process for transportation projects in Washington State. Some of the goals of TPEAC are to reduce mitigation cost, increase environmental benefit, reduce the redesign of transportation projects, and reduce time required to obtain permits. Passage of the Transportation Streamlining Act by the Washington State Legislature in 2001 began the work of this committee. TPEAC has provided a valuable forum to bring together representatives of all entities involved in transportation permitting. TPEAC participants recognize the relationship between their individual roles and the importance of working together to bring about a more streamlined and integrated permitting process in order to use public resources more efficiently and achieve better environmental results. Several technical subcommittees established by TPEAC have developed some important transportation-streamlining tools and policies that help reduce costs and increase environmental benefits. TPEAC’s work to improve Washington State’s transportation permitting process serves as a model for collaborative, multi-stakeholder efforts to increase regulatory efficiency while maintaining high environmental standards.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Administrative procedures
KW  - Case studies
KW  - Committees
KW  - Environmental protection
KW  - Environmental streamlining
KW  - Permits
KW  - Project delivery
KW  - State government
KW  - Washington (State)
KW  - Washington State Department of Transportation
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh6-217-226.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1358332
ER  - 

TY  - CONF
AN  - 01566703
AU  - Jaeger, Jochen A G
AU  - Fahrig, Lenore
AU  - Ewald, Klaus C
AU  - North Carolina State University, Raleigh
TI  - Does the Configuration of Road Networks Influence the Degree to Which Roads Affect
Wildlife Populations?
SN  - 0977809412
PY  - 2005
SP  - pp 151-163
AB  - Roads act as barriers to animal movement, thereby reducing the accessibility of resources on the other side of the road. Roads also increase wildlife mortality due to collisions with vehicles, and reduce the amount and quality of habitat. The purpose of this study was (1) to determine whether or not the configuration of road networks has an influence on the degree to which roads detrimentally affect wildlife populations and (2) to identify characteristics of road network configurations that make road networks less detrimental to the persistence of animal populations. To explore these questions, the authors used a spatially explicit individual-based stochastic-simulation model of population dynamics. A measure assumed to reduce the effects of the road network is the bundling of roads and traffic in order to keep as large areas as possible free from disturbances due to traffic. However, the suitability of this measure may be questionable because a group of several roads bundled together, or an upgraded road with more traffic on it, creates a stronger overall barrier effect that may be more detrimental to population persistence than the even distribution of roads across the landscape. The modelling results clearly supported the bundling concept. Population persistence was generally better (and never lower) when all traffic was put on one road than when it was distributed on several roads across the landscape. If traffic cannot be combined on one road, the model results suggested it is better to bundle the roads close together than to distribute them evenly across the landscape. The authors also were interested in the question of whether the effect of a road network was determined by the number and size of the pieces (“patches”) that it fragments a landscape into or by the total length of roads in the landscape. They expected that the effect of a road network would be the more detrimental the more patches it creates. The results were surprising: The expectation that fragmenting the landscape into more patches would be more harmful to population persistence (while total road length is kept constant) was contradicted by the model results in the case where the degree of road avoidance by the animals was low. This implies that for animals that do not very strongly avoid roads, it is more important to preserve core habitats at a sufficient distance from roads than to keep the number of patches low. The results are an important step towards a network theory for road ecology and towards the design of less detrimental road networks. Empirical studies comparing landscapes with differing road network configurations should be conducted in the future to validate the predictions and to provide a basis for developing more practical models for use in planning and designing of highway networks.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Animal migrations
KW  - Habitat (Ecology)
KW  - Highway planning
KW  - Land use planning
KW  - Network analysis (Planning)
KW  - Road kill
KW  - Roadside fauna
KW  - Spatial analysis
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-151-163.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1357806
ER  - 

TY  - CONF
AN  - 01566700
AU  - DiGregoria, John
AU  - Luciani, Emilie
AU  - Wynn, Susan
AU  - North Carolina State University, Raleigh
TI  - Integrating Transportation Conservation With Regional Conservation Planning
SN  - 0977809412
PY  - 2005
SP  - pp 101-110
AB  - Conservation planning in San Diego County has been ongoing since the early 1990’s and has resulted in the establishment of the Multiple Species Conservation Program (MSCP) in southwest San Diego County and the Multiple Habitat Conservation Program (MHCP) in northwest San Diego County. Currently, the County of San Diego is developing regional plans for the unincorporated lands remaining in north and east San Diego County. These regional plans are (or will be) permitted under the Federal Endangered Species Act (Section 10: Habitat Conservation Plan) and the State of California Natural Community Conservation Planning Act. This paper focuses on the integration of transportation conservation with the MSCP. “The MSCP is a comprehensive, long-term habitat conservation plan which addresses the needs of multiple species and the preservation of natural vegetation communities in San Diego County” (MSCP 1998). The MSCP covers 85 species, of which 20 species are federally listed and 14 are State listed, including 46 plant species and 39 animal species. The MSCP defines a design preserve within the plan boundaries that include large interconnected areas for the protection of the MSCP-covered species. The MSCP does not cover regional transportation projects, such as projects funded by the Federal Highway Administration. District 11 of the California Department of Transportation and the Federal Highway Administration collaborated with Federal and State resource agencies to develop transportation projects that are consistent with the MSCP. The planning and development of improvements to Interstate 15, State Route (SR) 125 South, and the SR 905 Extension included the protection of large blocks of habitat in conservation banks. Numerous parcels were purchased as mitigation, including the Walsh property, Bonita Meadows Open Space Preserve, Johnson Canyon Open Space Preserve, San Ysidro Mountain, Lake Jennings, and Dennery Canyon. These parcels are key to the buildout of the preserve identified by MSCP. In addition, the design of SR 125 South and the SR 905 Extension included modifying the alignment to avoid and minimize impacts to sensitive natural resources within the MSCP. Collaboration between the transportation agencies and natural-resource agencies has resulted in the preservation of large blocks of habitat to further the buildout of the MSCP preserve. The voter-approved extension of a $0.005 sales tax will provide a funding mechanism for the up-front purchases of land to continue this collaboration in recognition that it results in the most cost-effective mitigation and better conservation.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Conservation
KW  - Endangered species
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Highway planning
KW  - Land use planning
KW  - Regional planning
KW  - San Diego County (California)
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-101-110.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1357791
ER  - 

TY  - CONF
AN  - 01566698
AU  - Trocmé, Marguerite
AU  - North Carolina State University, Raleigh
TI  - The Swiss Defragmentation Program–Reconnecting Wildlife Corridors Between the Alps and Jura:
An Overview
SN  - 0977809412
PY  - 2005
SP  - pp 144-149
AB  - Switzerland has one of the densest infrastructure networks of Europe (3-4 km/km2 on the Central Plateau). Fragmentation of natural habitats has become a major conservation concern as vulnerable species become rarer and the red list of endangered species becomes longer. The mortality of animals on roads remains high, with more than 8,000 roe deer killed yearly by traffic. Many amphibian spawn sites along lakeshore have been cut off from their wintering grounds by roads, with populations then disappearing. Highways have proven to be an impassable barrier for the lynx, impeding colonization of eastern Switzerland. Switzerland participated actively in the COST 341 European research program “Habitat fragmentation due to transportation infrastructure.” A census of bottlenecks where infrastructure intercepts important wildlife corridors was carried out during this program. Fifty-one points needing restoration measures were identified. Many of these are along first-generation highways built along an east-west axis and cutting off any possible exchange between wildlife populations in the Alps and the Jura. A ministerial guideline sealed a partnership between the Swiss Agency for Environment, Forests, and Landscape (SAEFL) and the Swiss Federal Roads Authority. The defragmentation program has been included in the highway-maintenance program and is to take place over the next 20 years. Five conflict points have been recently retrofitted in the context of highway-widening schemes. A program methodology is being developed. Conflict points will be addressed as the involved highway section comes up for maintenance. In order to facilitate long-term planning, different instruments have been developed. Standards have been defined by the Swiss Association of Road and Transportation Experts (VSS 2004) to guide engineers and biologists in the analysis of existing structures and potential permeability for fauna. Criteria were developed to facilitate the choice of the optimal type of passage for each given situation. Further research and standards are being launched to homogenize monitoring programs and develop best practice for retrofitting culverts, as well as to anticipate and eliminate wildlife traps created by certain structures.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal migrations
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Jura (Switzerland)
KW  - Long range planning
KW  - Restoration ecology
KW  - Road kill
KW  - Swiss Alps
KW  - Switzerland
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-138-150.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1357804
ER  - 

TY  - CONF
AN  - 01566694
AU  - Thorne, Jim
AU  - McCoy, Mike
AU  - Hollander, Allan
AU  - Roth, Nathaniel
AU  - Quinn, James
AU  - North Carolina State University, Raleigh
TI  - Regional Analysis for Transportation Corridor Planning
SN  - 0977809412
PY  - 2005
SP  - pp 175-182
AB  - Developing regional assessments of environmental needs can help streamline the environmental-review process for transportation projects, thus leading to faster and less-costly reviews and more effective biological or ecological mitigation. This study is a demonstration of a rapid-assessment approach using a high-resolution vegetation map derived from agency data to model 12 endangered or threatened species’ potential occurrence on 6638 polygons. Those units, occurring on 44 capacity-improvement sites along the 315-km of State Highway 99 in the study, were classed to measure their degree of similarity, thus permitting estimates of the potential for multi-project mitigation planning.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Ecosystems
KW  - Endangered species
KW  - Environmental impact analysis
KW  - Highway corridors
KW  - Land use planning
KW  - Regional planning
KW  - San Joaquin Valley
KW  - Vegetation
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-164-184.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1357836
ER  - 

TY  - CONF
AN  - 01566691
AU  - Austin, John M
AU  - Viani, Kevin
AU  - Hammond, Forrest
AU  - Slesar, Chris
AU  - North Carolina State University, Raleigh
TI  - A GIS-Based Identification of Potentially Significant Wildlife Habitats Associated With Roads in Vermont
SN  - 0977809412
PY  - 2005
SP  - pp 185-196
AB  - Since 1998, issues regarding wildlife conservation and transportation planning and development in the State of Vermont have become part of a rigorous collaborative effort between the Vermont Fish and Wildlife Department (Department) and the Vermont Agency of Transportation (Vtrans). In recent years, these efforts have become increasingly sophisticated and more broadly applied throughout the state to understand better the inherent conflicts and strategies for improving wildlife movement, reducing wildlife mortality, and improving the safety of the traveling public. Given the growing investment of interest and resources by these state agencies, it is necessary to identify potentially significant wildlife-linkage habitat (WLH) throughout the state. Such information would allow for these agencies to make informed decisions regarding the conservation of important WLH and investments for mitigation of impacts associated with transportation such as underpasses, land conservation, and other measures. Geographic Information System (GIS)-based models have been developed in other states and in Canada to identify potentially significant WLH. Many of these projects have relied on landscape-level GIS data such as development density, habitat conditions, topography, among others. This project was designed to develop a GIS-based analysis using landscape-scale data to identify or predict the location of potentially significant WLHs associated with state roads throughout Vermont. This project relied on available GIS data including: (a) land-use and land-cover data; (b) development-density data; and (c) contiguous-habitat data (unfragmented habitat). The GIS conserved lands data was also used as a way of analyzing the feasibility for conserving or ranking potentially significant WLHs identified as a result of this project. These data were classified according to their relative significance with respect to creating potential WLH. The elements that comprise the overall GIS data layers were ranked in accordance with their relative significance to creating potential WLH. In addition, the authors developed a comprehensive, centralized database of all wildlife road mortality, wildlife road crossing, and related habitat data for all species for which data exists throughout the state of Vermont. This involved updating an existing database developed for a complimentary project designed to compile all existing data on black bear road mortality, road crossing, and significant habitats. It also included incorporating all data on moose collisions and deer collisions. In addition, new databases were created to record existing bobcat, amphibian, and reptile information. In order to expand and improve wildlife road-mortality data, this project developed a partnership with VTrans field staff enabling them to record a new array of wildlife road-mortality information in a consistent and reliable fashion. The analysis, in conjunction with the newly updated wildlife road-mortality data, provides a scientifically based, planning tool that will assist both agencies in understanding and improving their abilities to conserve wildlife in Vermont with respect to transportation planning, permitting, and issues regarding secondary growth.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Conservation
KW  - Ecosystems
KW  - Environmental impacts
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Roadside fauna
KW  - Transportation planning
KW  - Vermont
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-185-216.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1357838
ER  - 

TY  - CONF
AN  - 01566690
AU  - Smith, Daniel J
AU  - North Carolina State University, Raleigh
TI  - Incorporating Results From the Prioritized “Ecological Hotspots” Model into the Efficient Transportation
Decision-Making (ETDM) Process in Florida
SN  - 0977809412
PY  - 2005
SP  - pp 127-137
AB  - In 2000, an expert-based decision-support model to identify and prioritize sites for ecopassages was developed for the Florida Department of Transportation (DOT). The model used a weighting algorithm and several ecological factors (chronic road-kill sites, landscape gradients, focal species hot spots, greenway linkages, presence of listed species, strategic habitat-conservation areas, riparian corridors, rare habitat types, existing conservation lands, and proposed road projects) to prioritize existing road segments for retrofits designed to reduce road-kills and restore important habitat linkages. In 2003, the Florida DOT began implementing the Efficient Transportation Decision Making (ETDM) process. This process was designed to examine and address potential environmental impacts prior to the planning, design, and construction of new transportation projects. Proposed projects are analyzed using an environmental-screening tool and reviewed by local and state officials and the public. In 2004-2005, the researchers were engaged by the Florida DOT to update the prioritization-model results for use as a data layer in the environmental-screening process of ETDM. For this purpose the original calculating algorithm was used, with final priorities ranked on a scale of 0 to 1. Many updated coverages were available and cell resolution was improved to increase model precision and accuracy. Updated coverages included roads (including speed limit and annual average daily traffic factors), land cover, road-kills, road projects, and managed conservation lands. In addition, a new development-threat index based on road density, population density, 2003 existing land use, future land use and municipal boundaries was created. Datasets were combined into six categories for ranking: biological features, landscape features, infrastructure, managed conservation lands, conservation planning, and road-kill. For those road segments prioritized statewide, 72 percent were located in existing protected areas and 27 percent were found in proposed public-conservation lands. Relative weighting and aggregation of data were key determinants to locations of high priority road segments. One hundred seventy-six proposed road projects coincide with prioritized road segments and present significant opportunities for conservation planning.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Conservation
KW  - Decision support systems
KW  - Environmental impact analysis
KW  - Florida
KW  - Florida Department of Transportation
KW  - Habitat (Ecology)
KW  - Planning methods
KW  - Road kill
KW  - Transportation planning
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-127-137.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1357798
ER  - 

TY  - CONF
AN  - 01566689
AU  - O'Brien, Tracie
AU  - Carey, Marion
AU  - Forrester, Bret
AU  - North Carolina State University, Raleigh
TI  - WSDOT Highway Maintenance: Environmental Compliance for Protected Terrestrial Species
SN  - 0977809412
PY  - 2005
SP  - pp 205-216
AB  - Protected plant and wildlife species that grow, forage, nest, roost, or migrate near the Washington State Department of Transportation (WSDOT) highway system may be susceptible to impacts from routine maintenance activities. In response to community-driven concerns related to the conservation of protected terrestrial species and due to the lack of existing guidance for maintenance personnel when protected-species conflicts arose, WSDOT biologists and maintenance personnel worked together to develop new guidance. The purpose of the guidance is to provide maintenance personnel with resources that identify which projects occur in sensitive plant and wildlife areas and identify best management practices (BMPs) that can be implemented to minimize or avoid impacts to protected terrestrial species in Washington State. Existing sensitive-species data and aerial photographs were used to identify locations of sensitive species and habitats and to develop guidance. To verify habitat presence, biologists conducted site visits to areas identified as possible sensitive habitats. The guidance document is in the form of a field handbook presented in a step-by-step format to facilitate use by WSDOT maintenance personnel. The guidance document provides maps and descriptions of sensitive areas, each identified by state route and milepost. Species information, such as species name, nest sites, wintering sites, or locations of sensitive habitats, are not identified in the guidance document. Alternatively, biologists placed the species into groups based on habitat needs and identified only the state-route mileposts that fall within each sensitive area. This process helped WSDOT prevent publicizing sensitive wildlife data in the guidance documents and avoided the need for evaluation of habitat by maintenance personnel. Common maintenance functions were also broken down into groups. For each sensitive location and maintenance function group, a list of BMPs is provided. BMPs may include timing restrictions, equipment use restrictions, or overall activities that should be avoided during certain seasons. The document does not address all possible conditions that may arise during maintenance operations that could affect protected terrestrial species. Maintenance staff consult with their Regional Maintenance Environmental Coordinator prior to initiating any activity that is not addressed by the guidance document or if there is any uncertainty about the applicability of the guidance. Maintenance activities that are not able to comply with the guidance typically require a field review by a biologist and the development of site-specific BMPs. Maintenance personnel do not follow this guidance for emergency actions because separate procedures were previously developed that adequately address protected species compliance for emergency maintenance actions. This project is currently being piloted with the Olympic Region Maintenance Program. Training courses conducted at individual maintenance sheds have provided opportunity for discussion and question and answer sessions. Biologists and maintenance personnel have had the opportunity to work together to learn each other’s programs, perspectives, and observations to improve the effectiveness of the environmental compliance guidance. The WSDOT Highway Maintenance Environmental Compliance Guidance for Protected Terrestrial Species Program has helped the Maintenance Program conduct their projects in a timely fashion without unnecessary delays and to remain good stewards of the environment.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Best practices
KW  - Compliance
KW  - Conservation
KW  - Endangered species
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Highway maintenance
KW  - Maintenance practices
KW  - Roadside flora and fauna
KW  - Washington (State)
KW  - Washington State Department of Transportation
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-185-216.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1357842
ER  - 

TY  - CONF
AN  - 01566686
AU  - White, Patricia A
AU  - North Carolina State University, Raleigh
TI  - On the Road to Conservation: State Conservation Strategies and Applications for Transportation Planning
SN  - 0977809412
PY  - 2005
SP  - pp 112-125
AB  - Since 2001, the Department of Interior has been supporting state-based wildlife conservation via the State and Tribal Wildlife Grants Program (SWG). Funds are appropriated annually for state fish and wildlife agencies to address the broad range of their state’s wildlife and associated habitats in a comprehensive fashion. As part of the SWG, state fish and wildlife agencies are developing statewide comprehensive wildlife conservation strategies in partnership with a broad array of partners including other government agencies, conservation organizations, landowners, and the public. Each strategy will establish a vision and plan of action for limited state wildlife conservation funding. The finished product will be a strategic vision for conserving the state’s wildlife–not just a plan for the fish and wildlife agency. The strategies are due for completion in October 2005 and will be reviewed at least every 10 years to ensure conservation success over the long term. For the first time, one can look to a nationwide vision for wildlife conservation. By design, Congress directed that the strategies focus on the “species in greatest need of conservation,” yet address the full array of wildlife and wildlife-related issues. In that context, each strategy is required to include information on the distribution and abundance of species of wildlife and locations and relative condition of key habitats and community types. Most states will utilize GIS technology and many will produce maps of prioritized habitat throughout the state. For the first time, transportation agencies will have access to this information at the planning stage, rather than waiting until environmental review. Over the last decade, transportation agencies have struggled to find ways to reduce costs and unnecessary delays to accelerate project delivery. Several legislative, policy, and procedural fixes have been attempted with mixed success. The statewide comprehensive wildlife-conservation strategies have great potential in aiding state transportation departments in streamlining project delivery. By utilizing natural-resource data in early stages of planning, they can avoid, minimize, and mitigate many impacts early and steer clear of costly delays later in the life of their projects. As an added bonus, the transportation agency adopts a proactive approach to conservation and becomes a full partner in implementing the conservation strategy for the entire state.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Conservation
KW  - Environmental policy
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Partnerships
KW  - States
KW  - Strategic planning
KW  - Transportation planning
KW  - U.S. Department of the Interior
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-111-126.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1357795
ER  - 

TY  - CONF
AN  - 01566682
AU  - Kintsch, Julia
AU  - North Carolina State University, Raleigh
TI  - Linking Colorado’s Landscapes
SN  - 0977809412
PY  - 2005
SP  - pp 138-142
AB  - In partnership with the Colorado Department of Transportation, the Federal Highway Administration, the Nature Conservancy, and Colorado State University, the Southern Rockies Ecosystem Project (SREP) launched Linking Colorado’s Landscapes in fall 2003. Linking Colorado’s Landscapes is a multifaceted collaboration to promote wildlife linkages in the context of long-range planning. Phase I consisted of a statewide analysis of wildlife linkages, the objective of which was to identify broad linkage zones that facilitate movement for Colorado’s diverse array of wildlife species and to prioritize amongst them. Building upon linkage assessment methodologies used elsewhere, the project planners developed a science-based approach integrating local and regional expertise (via a series of workshops) and computer modeling. Recognizing that connectivity is a function of individual species’ perceptions of suitable habitat and barriers in the landscape, a focal species approach was employed as the basis for linkage identification in both the workshops and the modeling. By integrating both qualitative and quantitative processes, they were able to produce a comprehensive biological assessment of the most critical wildlife linkages in the state. In total, 176 linkages were identified via expert workshops, with additional linkages modeled for Canada lynx, gray wolf, and pronghorn. In prioritizing linkages for further analysis in Phase II, they also considered: the presence of local partners; stretches of roadway with frequent animal-vehicle collisions; planned transportation projects projected by CDOT through 2030; and the distribution of linkages across the state and their complementary contributions to landscape connectivity. Twenty-three linkages were selected and were grouped into 12 high-priority linkage complexes based on similarities in species usage patterns and geography. Phase II of Linking Colorado’s Landscapes provides an in-depth assessment of each high-priority linkage. Based on this compilation of site-specific information, they will next provide recommendations for possible crossing structures, management alternatives, and other measures to improve permeability in these linkage areas. Phase II analyses include: an assessment of additional species that utilize the linkage; identification of specific crossings; an assessment of land ownership and management within the linkage; and an evaluation of existing natural or man-made features that facilitate or impair movement. The resulting linkage assessment packages and recommendations will be distributed in spring 2006 and will serve as a guide for the Colorado Department of Transportation (CDOT) and other local and regional transportation planners, community leaders, and conservationists working to develop more wildlife-friendly landscapes and transportation networks.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Animal migrations
KW  - Colorado
KW  - Ecosystems
KW  - Habitat (Ecology)
KW  - Land use planning
KW  - Long range planning
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-138-150.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1357802
ER  - 

TY  - CONF
AN  - 01566679
AU  - Forman, Richard T T
AU  - North Carolina State University, Raleigh
TI  - Good and Bad Places for Roads: Effects of Varying Road and Natural Pattern on Habitat Loss,
Degradation, and Fragmentation
SN  - 0977809412
PY  - 2005
SP  - pp 164-174
AB  - Improving ecological conditions around the road network is emerging as a significant objective of transportation, along with providing safe and efficient mobility. Reading landscape patterns is a key to success. The prime goal of this article is to identify ecologically appropriate and inappropriate locations for road construction, removal, and mitigation in the network. Other goals include understanding the effect of road location between two large natural patches, and progress in developing an ecologically optimum network form. Simple spatial models are used with three independent variables: (1) road size or connection, (2) road location relative to natural patch or corridor, and (3) size/width of patch or corridor. Dependent variables are habitat loss, degradation, and fragmentation. Modeling results suggest that in a landscape of dispersed natural patches and corridors, by far the greatest road effect (ecological impact) results from a highway that bisects or highway network that subdivides a large natural patch. Overall, effects are greatest where a road crosses or is alongside large patches and wide corridors. For both types, the least effect is where a small road is alongside the margin. Road effects are relatively low around narrow corridors and lowest around small patches. Model results indicate that the probability of species crossing between two large natural patches is lowest where a highway slices across near the midpoint. A highway network has a greater effect on habitat conditions in a natural landscape than in an agricultural or suburban landscape. Habitat degradation appears to have a greater ecological effect than does habitat loss or fragmentation in the landscape. An ecologically optimum road network contains: a few large roadless areas; a few busy roads rather than many lightly used roads; and perforated roads (for species movement) between the large roadless areas. In conclusion, a simple patch-corridor analysis of a landscape points to clear solutions for locating road construction, removal, and mitigation to maximize ecological benefits. The two overarching principles are minimizing roads in and around large natural patches and maximizing effective habitat connectivity between the large natural patches.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Conservation
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Highway planning
KW  - Landscape design
KW  - Roadside fauna
KW  - Spatial analysis
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-164-184.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1357833
ER  - 

TY  - CONF
AN  - 01566676
AU  - Jacobson, Sandra L
AU  - DeLasaux, Michael
AU  - North Carolina State University, Raleigh
TI  - Sierraville (California) Highway 89 Stewardship Team: Ahead of the Curve
SN  - 0977809412
PY  - 2005
SP  - pp 198-204
AB  - Highway 89 stretches from north to south across California, through Sierra County from Sierraville to Truckee. The highway bisects an important portion of the Loyalton-Truckee deer herd, as well as important habitat for forest carnivores, amphibians and other wildlife on the Tahoe National Forest. By 2002, several groups were working independently to investigate different aspects of animal-vehicle collisions along the highway. These independent efforts were the: 1) Continuation of a 20-plus year collection of carcass information on SR 89 by Caltrans; 2) Investigation of the effects of roadside forest thinning on roadkill by University of California-Davis  Agricultural Extension Service; 3) Investigation of radio-collared deer movements across the highway by California Department of Fish and  Game; 4) Applications to study the effects of deicing salt on deer attraction by the Sierra County Fish and Game  Commission; 5) Long-term connectivity and habitat planning by the USDA Forest Service. These groups and their efforts were brought together in 2002 when they were catalyzed by the USDA Forest Service into a stewardship team to work together collaboratively to improve the high wildlife mortality and increasing habitat fragmentation on the highway. Most efforts to mitigate similar highway impacts are precipitated by a department of transportation project. In the case of SR 89, no improvement for SR 89 was planned by Caltrans. Thus, instead of responding to a tight project timeline and budget, the Stewardship Team was able to proactively develop a connectivity and mitigation plan using Caltrans’ large roadkill database, the Forest Service’s large-scale habitat maps, and the other cooperators’ information. In 2004, Caltrans independently funded a $720,000 wildlife-mitigation project on SR 89, thus allowing the Stewardship Team to use its connectivity plan as the basis for decisions on prioritizing wildlife crossing structures. The Stewardship Team is using the connectivity plan to propose further mitigation to Caltrans after the initial structure is constructed. The Stewardship Team has also secured grant funding to involve the local high school in a long-term investigation of how habitat connectivity and highway impacts are related. This presentation traces the efforts of the Stewardship Team member agencies and how their diverse contributions, once coordinated, supported a grass-roots effort to mitigate highway impacts on SR 89.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal migrations
KW  - California
KW  - California State Route 89
KW  - Deer
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Interorganizational relations
KW  - Road kill
KW  - Roadside fauna
KW  - State highways
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-185-216.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1357841
ER  - 

TY  - CONF
AN  - 01565477
AU  - Clevenger, Anthony P
AU  - North Carolina State University, Raleigh
TI  - Science-Based Approach to Adaptive Management of the TCH Corridor: Canadian Rocky Mountain Parks
SN  - 0977809412
PY  - 2005
SP  - pp 94-99
AB  - In November 1996, a long-term research project in Banff National Park (BNP), Alberta, Canada was begun. The primary study area is situated in the Bow River Valley along the Trans-Canada Highway (TCH) corridor in BNP, located approximately 100 km west of Calgary. The first 45 km of the TCH from the eastern park boundary (phase 1, 2, and 3A) is currently four lanes and is bordered on both sides by a 2.4-m-high wildlife-exclusion fence. The remaining 30 km to the western park boundary (phase 3B) is two lanes and unfenced. Between 2005 and 2007, approximately 12 km of phase 3B will be widened to four lanes with additional fencing and wildlife crossings. Twenty-two wildlife underpasses and two wildlife overpasses were constructed on the first 45 km between 1980 and 1998 to permit wildlife movement across the four-lane section of TCH. The research carried out to date has provided science-based information for mountain park transportation planners and resource managers. The results have been uniquely used in development of Golder Associates’ environmental screening report (environmental-impact assessment) for Parks Canada’s TCH phase 3B twinning project. Research of wildlife-crossing performance demonstrated that a longtime series of data is required to assess the function and performance of these critical cross-highway corridors accurately. Recommendations from the Golder Associates’ report for phase 3B strongly underscored the importance of continued, long-term monitoring of TCH mitigation measures in the Bow Valley. After 8 years of study, there still remain noteworthy areas of uncertainty regarding the effects or performance of the current mitigation on regional-landscape connectivity (demographic and genetic). The long-term cumulative effects (beyond 2020) of the phase 3B project and earlier twinning projects will hinge on the degree to which connectivity can be restored across the TCH. Healthy functioning ecosystems require viable wildlife populations. Thus, it is critical to know the performance of crossing structures at the population level. Although intuitively these measures should enhance population viability, to date there have been no specific studies that actually address their population-level effects. Obtaining data on individuals in a population can be problematic because wide-ranging, fragmentation-sensitive species like bears typically occur in relatively low densities and have low reproductive rates. However, modern molecular techniques now make it possible to identify individual animals, their sex, and genetic relatedness with only a few hairs. These innovations could provide a powerful, relatively inexpensive, and noninvasive way to acquire critical information regarding genetic interchange facilitated by crossings without ever having to capture or see the animal. This paper highlights: 1) Key research findings from the 8-year study; 2) Mitigation myths that have been dispelled; 3) Important lessons learned; 4) Future research needs in the short and long term; and 5) Newly formed international, public-private partnership to meet many of the critical research questions needed for  future management decisions. Upcoming Banff research will begin empirically assessing the conservation value of wildlife crossings in restoring landscape connectivity using population-level approaches and nonintrusive DNA-based methodologies.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Banff National Park
KW  - Canadian Rocky Mountain National Parks
KW  - Conservation
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Highway corridors
KW  - National parks
KW  - Performance measurement
KW  - Public private partnerships
KW  - Trans-Canada Highway
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh4-77-100.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1355906
ER  - 

TY  - CONF
AN  - 01565476
AU  - Nelson, Debra A
AU  - Papin, Mary Ellen
AU  - Baker, Timothy
AU  - North Carolina State University, Raleigh
TI  - Quick Fixes: Working Together to Address Herptile Road Mortality in New York State
SN  - 0977809412
PY  - 2005
SP  - pp 90-93
AB  - Traditionally, state transportation agencies have designed and built environmental enhancements in response to regulatory requirements to mitigate project impacts. More recently, state transportation agencies have embraced an environmental ethic that goes beyond compliance and encourages agencies routinely to incorporate environmental enhancements into projects and activities. Generally, in-house staff or resource/regulatory agencies identify opportunities to address concerns regarding high-profile species (e.g., large mammals, endangered species). Taking stewardship one step further, the New York State Department of Transportation (NYSDOT) has demonstrated innovative responses to problems brought forth by concerned citizens regarding a lesser-studied group of wildlife– amphibians and reptiles (collectively termed “herptiles”). These responses have resulted in valuable partnerships with private citizens, colleges, and resource agencies, thus increasing the agency’s credibility in its commitment to an environmental ethic and its reputation for getting things done. This paper will establish how NYSDOT demonstrated its environmental stewardship on a working level with a quick response to expressed public concerns by highlighting two projects. In each instance, a private citizen alerted NYSDOT about their concern for high mortality rates of salamanders, frogs, and turtles in “hot spots” along the state highways. Common factors in these projects include: NYSDOT paid credence and a speedy response to a private citizen’s concern; maintenance forces applied their practical skills to develop an in-the-field solution to the problem; NYSDOT formed fruitful partnerships with colleges, private citizens, and resource agency experts; and costs were minimized by using surplus material, on-hand equipment, and simple designs. By highlighting two specific examples, the authors will demonstrate that some problems can be solved quickly by bringing the right group of people together with a variety of skills and knowledge and a determination to get the job done. Methodology, results, and lessons learned will be presented and discussed. The Canandaigua Lake Herptile Crossing was built in 2002 in response to expressed citizen concerns regarding the high rate of turtle mortality. This project included constructing suitable nesting habitat for turtles on private property and constructing a physical barrier to funnel turtles to existing culverts. NYSDOT formed partnerships with Finger Lakes Community College, the New York State Department of Environmental Conservation, and a private landowner. The Labrador Hollow Herptile Crossing was installed in 2003 in response to a 2002 posting on an internet listerv soliciting help in the “simply phenomenal” herptile movement. A 12-inch culvert was installed to serve as a “critter crossing” and surplus w-beam guide rail was imbedded into the ground to guide salamanders and frogs to the culvert. NYSDOT formed partnerships with the State University of New York’s College of Environment Science and Forestry (SUNY-ESF) and private citizens. These projects demonstrate how collaboration, flexibility, and responsiveness result in simple, creative designs with tangible benefits, fostering good will and a sense of stewardship. This paper will also discuss research initiated by NYSDOT to identify and address the impacts of transportation on herptiles populations to guide future decision to address herptile-mortality concerns.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Amphibians
KW  - Environmental protection
KW  - New York (State)
KW  - New York State Department of Transportation
KW  - Partnerships
KW  - Public participation
KW  - Reptiles
KW  - Road kill
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh4-77-100.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1355905
ER  - 

TY  - CONF
AN  - 01565475
AU  - Bostwick, Richard
AU  - Charry, Barbara
AU  - North Carolina State University, Raleigh
TI  - Maine’s Beginning With Habitat Program and Transportation Partnership
SN  - 0977809412
PY  - 2005
SP  - pp 86-89
AB  - Transportation facilities and adjacent development are the greatest contributors to habitat loss and fragmentation in Maine. Transportation facilities present a linear structure that is either a physical barrier or zone of adverse habitat that has separated former habitat or, in the case of new facilities, a dividing or fragmenting influence on existing habitat. Maine’s Beginning with Habitat (BWH) program and the Maine Department of Transportation have partnered to begin addressing transportation issues related to habitat and wildlife. Beginning with Habitat is a collaborative, public-private partnership whose mission is to compile, integrate, interpret, and deliver the best available information, tools, and incentives to facilitate effective land-use planning and natural habitat conservation at local, regional, and state-wide scales. In 2004, BWH won an Environmental Merit Award from EPA and the program is now serving as a model for other states that wish to integrate habitat protection with land-use planning. As Maine’s landscape changes over time, the goal of the program is to sustain habitat that supports healthy populations of Maine’s wildlife and native plants for current and future generations. BWH was developed by a group of stakeholders concerned about the future of Maine’s habitat and wildlife in the face of the increased rate of sprawling development. BWH provides all Maine towns with a collection of GIS maps and accompanying information depicting and describing various habitats of statewide and national significance found in the town. These maps provide communities with information that can help guide conservation of valuable habitats. During the last few years, BWH has met with over 140 towns and land trusts to give individualized presentations on the locations and conservation of high-value plant and animal habitat in their communities. Current areas of synergy include: Developing Northeast regional relations with New England, the Canadian Maritimes, and Québec; Creating a Maine Habitat and Transportation Working Group that has developed a six-point plan to integrate and act on habitat and transportation goals for the mutual benefit of Maine’s transportation networks and habitat; Using BWH data for transportation scoping early in projects; Using BWH Focus Areas of statewide ecological significance for transportation-project compensatory-mitigation planning; and Linking transportation and open space components of municipal land-use plans. In addition, an effort is underway to secure funding to develop a habitat-connectivity analysis for enhancement of BWH data and transportation planning. This analysis will use BWH data as well as other data to identify habitat connectivity areas in order to direct strategies to maintain and restore connections. The partners of this cooperative program include: Maine Audubon; Maine Coast Heritage Trust; Maine Cooperative Fish and Wildlife Research Unit; Maine Department Environmental Protection; Maine Department of Inland Fisheries and Wildlife; Maine Department of Transportation; Maine Forest Service; Maine Natural Areas Program; Maine State Planning Office; Maine’s 13 regional planning commissions; Nature Conservancy; and U.S. Fish and Wildlife Service.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Conservation
KW  - Habitat (Ecology)
KW  - Land use planning
KW  - Maine
KW  - Public private partnerships
KW  - Transportation planning
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh4-77-100.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1355904
ER  - 

TY  - CONF
AN  - 01565474
AU  - McCoy, Mike
AU  - Steelman, Candice
AU  - North Carolina State University, Raleigh
TI  - Integrating Community Values and Fostering Interagency Collaboration Through Outreach With Interactive GIS Models
SN  - 0977809412
PY  - 2005
SP  - pp 80-85
AB  - The Merced County Association of Governments (MCAG) was chosen by the Federal Highway Administration, U.S. Environmental Protection Agency, and the California Department of Transportation to pilot a new program, Partnership for Integrated Planning (PIP), which aimed to: streamline planning and the project-delivery process; avoid environmental impacts; foster collaboration among planning, transportation, and environmental agencies; and engage the public at the beginning of long-term transportation planning. Merced County provides a challenging test case through rapid population growth, cultural diversity, high unemployment, and increasing conflicts between stewardship of sensitive habitats and prime farmland and demands for transportation improvements and housing. The Partnership for Integrated Planning (PIP) included the development of geographic information system (GIS) tools for modeling growth and environmental impacts to produce real-time maps and tables resulting from policy choices at public meetings. PIP engaged all regionally relevant planning, natural resource, and regulatory agencies in data-sharing exercises to integrate data important to each agency into the scenario testing and planning process. Most importantly, the Merced County Association of Governments (MCAG), which is the coordinating partner in PIP, led an extensive outreach program to engage the community in PIP. To project land-use changes, UPlan was adapted, a rule-based land-use model developed at the University of California at Davis. UPlan incorporates user-controlled policy inputs ranging from general plan map choices, housing densities, and household labor rates to the ranking of environmental amenities. These are combined with user-settable infrastructure growth attractors to distribute population-growth estimates into spatially explicit land-use scenarios. UPlan stores all user-specified assumptions so many scenarios may be tested against one another in a transparent fashion. Information needs were evaluated by asking planning agencies which features (such as roads and urban service boundaries) they considered attractions and discouragement factors for growth. Resource agencies were asked what environmental factors should discourage or constrain growth. All agencies were asked to provide all available and relevant data. This shared information resulted in an Environmentally Sensitive Areas (ESA) map and a Prime Agricultural Lands map. These two maps were evaluated at a workshop attended by resource agencies’ representatives, elected officials, and city and county planners. Contributors included over 20 federal, state, and non-governmental organizations. Like most public agencies, MCAG has historically solicited public input for regional transportation planning from a few community workshops. For example, in 2001 the agency held seven workshops for its previous plan. Under PIP, MCAG held 20-32 meetings each quarter, for a total of 100+ public meetings in 18 months. In addition, MCAG replaced the previous narrow focus on transportation by asking county residents to develop a vision for land use, natural resources, and transportation throughout their community. MCAG mastered the use of UPlan and accompanying environmental data and improved substantially on both throughout the course of these public meetings. Historically, transportation-plan approval has run into considerable public and agency opposition. Federal officials in the last decade have attempted to streamline the National Environmental Policy Act (NEPA), California Environmental Quality Act (CEQA, which is California’s NEPA equivalent), and other permitting procedures. A goal of PIP was to find a method for responsibly arriving at a consensus plan with less conflict, particularly in the environmental-review phase. The Regional Transportation Plan was approved by the MCAG Governing Board and received no opposition during the CEQA Environmental Impact Report (EIR) public-comment period. Results of the Partnership for Integrated Planning model include: 1) 800 percent increase in public participation in the transportation-planning process;  2) 89 percent of participants said they enjoyed the PIP project; 3) 89.1 percent of participants said they learned more about transportation issues; 4) 30 percent increase in awareness of the Regional Transportation Plan (RTP) among all county residents; 5) New issues brought to the surface from county groups who had not previously participated in the process; 6) Better relationships were built at both the county and city level among civic organizations, agencies, and  residents; 7) RTP was approved by the MCAG Governing Board and received no opposition during public-comment  periods; 8) Development of an Environmentally Sensitive Areas map based on shared information from a variety of  resource- agency databases; and 9) Development of a Prime Agricultural Lands map based on input and information from a variety of  agricultural interests. Further research is needed on the portability of this information and this tool-centered collaborative approach. Adjacent counties with similar needs are prime candidates for study. In addition, future projects should include measures of the social and political planning decision network structures existing before and after the conduct of such projects.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Environmental impact analysis
KW  - Geographic information systems
KW  - Interagency relations
KW  - Land use models
KW  - Merced County (California)
KW  - Outreach
KW  - Planning methods
KW  - Public participation
KW  - Regional planning
KW  - Urban growth
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh4-77-100.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1355903
ER  - 

TY  - CONF
AN  - 01565473
AU  - Gartshore, R Geoffrey
AU  - Rook, Robert I
AU  - North Carolina State University, Raleigh
TI  - Bayview Avenue Extension, Richmond Hill, Ontario, Canada Habitat Creation and Wildlife Crossings in a
Contentious Environmental Setting: A Case Study (September 2005)
SN  - 0977809412
PY  - 2005
SP  - pp 55-76
AB  - Bayview Avenue is an important north-south arterial road link in the road network of the York Region, Ontario, Canada. The roadway passes through a portion of the Oak Ridges Moraine (ORM), one of Ontario’s most significant landforms as recognized through the Oak Ridges Moraine Conservation Act (2001) and Plan (2002). McCormick Rankin Corporation (MRC) and its subsidiary, Ecoplans Limited, were retained by the proponent, York Region, to plan and design the 4.5-km missing-link Bayview Avenue extension from Stouffville Road north to Bloomington Road. This two-lane rural roadway was planned and designed to support the Region’s growth (within the Greater Toronto area) while being sensitive to topography and natural-environmental features. Forest, wetland, and kettle features; Lake St. George Conservation Field Center uses; and wildlife habitat/movements were key resource issues and challenges recognized by the project team throughout the planning, design, and construction work. Accordingly, an innovative environmental-management and enhancement program was developed and implemented during the project. The objectives were to reduce and mitigate effects on the natural environment, provide habitat creation and wildlife passage, advance the body of environmental research and education, and secure agency approvals. The wetland-habitat creation project was developed in consultation with Education Centre field staff, and incorporated the following: a) creation of a three-cell experimental wetland complex outdoor “laboratory” located in a cultural meadow and connecting existing natural areas well removed from Bayview Avenue; b) protection of archaeological finds that were integrated in the wetland creation project; c) provision of trail and lookout zones; and d) provision of added habitat diversity in what was a cultural meadow. The planning and design of the roadway also integrated an amphibian-migration study and detailed literature review on wildlife crossings. In response to this work, recognition of the reported presence of the rare Jefferson Salamander in the area, and the desire to maximize roadway permeability for wildlife, dedicated amphibian tunnels were located and installed under the roadway. In addition, a three-span 81-meter bridge was installed across an open dry ravine to maintain the ORM landscape character and provide a 14-meter vertical clearance for wildlife movement. The Individual EA for the road project was successfully delivered in 1998 and the design was completed in 2001. The road was opened to traffic in 2002. Post-construction monitoring at the amphibian tunnels (spring 2003, 2004) and recent observations (2005) have confirmed use by a variety of species including small mammals, Wood Frog, American Toad, Leopard Frog, and Spring Peeper. Use by target salamanders has not yet been confirmed. Challenges encountered include water ponding in some tunnels and some landscape changes from residential development. Outdoor education uses of the created wetland area have been very positive and will likely expand in the future. In conclusion, the environmental-management program for the roadway was instrumental in securing agency approvals for the project. These efforts were also acknowledged by the naturalist community. The science of wildlife-crossing mitigation has been advanced and some challenges associated with tunnel design and landscape changes have been noted. Further tunnel monitoring has been recommended. Tangible environmental and educational benefits have been realized with the wetland-habitat creation project. The undertaking received the Canadian Consulting Engineers Award of Excellence in 2003.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Amphibians
KW  - Case studies
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Highway planning
KW  - Moraines
KW  - Wetland conservation
KW  - Wildlife crossings
KW  - York Region, Ontario, Canada
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh4-53-66.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh4-67-76.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1355902
ER  - 

TY  - CONF
AN  - 01565472
AU  - Cossaboon, L Bert
AU  - North Carolina State University, Raleigh
TI  - A Case Study in Context-Sensitive Design in Transportation Planning
SN  - 0977809412
PY  - 2005
SP  - pp 53-54
AB  - This abstract examines the use of context-sensitive design on the Blue Ball Properties Project in Wilmington, Delaware. The project addressed existing traffic flow and safety concerns; projected traffic generated by 5,000 new or relocated AstraZeneca employees; recreational needs; historic preservation; storm-water management problems; and community land-use concerns.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - AstraZeneca
KW  - Case studies
KW  - Conservation
KW  - Context sensitive design
KW  - Environmental protection
KW  - Historic preservation
KW  - Land use planning
KW  - Transportation planning
KW  - Wetland conservation
KW  - Wilmington (Delaware)
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh4-53-66.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1355901
ER  - 

TY  - CONF
AN  - 01565389
AU  - Dooling, Robert J
AU  - North Carolina State University, Raleigh
TI  - Estimating Effects of Highway Noise on the Avian Auditory System
SN  - 0977809412
PY  - 2005
SP  - pp 30-31
AB  - Common experience suggests that the adverse effects of noise on birds can be considered with regard to four potentially overlapping categories. First, noise might be annoying to birds. This may cause them to abandon a particular site that is otherwise ideal in terms of food availability, breeding opportunities, etc. Second, noise which lasts for very long periods of time can be stressful. Such noise levels can raise the level of stress hormones, interfere with sleep and other activities, etc. Thirdly, very intense noise (acoustic overexposure) can cause permanent injury to the auditory system. Finally, noise can interfere with acoustic communication by masking important sounds or sound components. The first two categories of investigation are probably best addressed by field experiments. The second two categories of effects are probably best addressed by laboratory experiments where precise control can be obtained. The results of some of these experiments are described in this paper.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Auditory perception
KW  - Birds
KW  - Environmental impacts
KW  - Hearing loss
KW  - Laboratory tests
KW  - Traffic noise
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh2-29-36.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1355639
ER  - 

TY  - CONF
AN  - 01565381
AU  - Jaeger, Jochen A G
AU  - Fahrig, Lenore
AU  - Haber, Wolfgang
AU  - North Carolina State University, Raleigh
TI  - Reducing Habitat Fragmentation by Roads: A Comparison of Measures and Scales
SN  - 0977809412
PY  - 2005
SP  - pp 13-17
AB  - Concern is growing over the fragmentation of habitats by roads and other transportation infrastructure. A number of measures to avoid, minimize, mitigate, or compensate for the detrimental effects of such fragmentation have been suggested. These are geared to specific scales, from culverts at the scale of a single road to plans for re-connecting habitats across entire countries or continents. They include the removal of roads, building of overpasses and underpasses at roads and railways to increase permeability for animals, restoration or creation of wildlife corridors and networks of wildlife corridors across transportation infrastructure, and the design of less fragmenting road network patterns, e.g., the bundling of traffic lines. However, it is still unknown which measures are the most effective in terms of restoring ecological processes. The investigation of their effectiveness, therefore, is an important and most urgent task because the most effective measures should be applied predominantly in order to use resources most efficiently. How can the effectiveness of such measures be evaluated (criteria and methods)? For example, possible criteria for the effectiveness of crossing structures are the reduction of road-kill frequencies, increased passage frequencies, presence of species on both sides of the road, genetic exchange across the road, recovery of lowered reproductive rates and skewed sex ratios, re-colonization success, recovery of skewed foraging intensities among foraging areas on either side of the road, and recovery of skewed predation rates. More generally, the measures should enhance landscape connectivity and restore ecological processes among habitat patches and across landscapes. During the last three years, considerable progress on measuring the effectiveness of such measures has been made in both Europe and North America. This session brought together the “Father of Road Ecology” Richard Forman with researchers from Europe (Austria, The Netherlands, etc.) and North America working at different scales and in different locations. They presented current methods and results on the success of various mitigation measures to foster cross-scale comparison and synthesis on this topic. The presentation included empirical studies, synthetic overviews, modeling studies, and conceptual studies.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Environmental impact analysis
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Highways
KW  - Land use planning
KW  - Performance measurement
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh1-11-20.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1355571
ER  - 

TY  - CONF
AN  - 01565377
AU  - Gray, Mary E
AU  - North Carolina State University, Raleigh
TI  - Overview of Select Provisions from SAFETEA–LU
SN  - 0977809412
PY  - 2005
SP  - pp 11-12
AB  - The new transportation bill was passed in August 2005. It is a 5-year bill with new environmental provisions that are directly related to the areas of interest addressed at ICOET. Below are quick summaries of the key provisions. Some require regulations and guidance to be prepared by the Federal Highway Administration. Since the bill is still so new, work is still underway to get this guidance out.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Ecology
KW  - Environmental protection
KW  - Legislation
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Transportation policy
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh1-11-20.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1355095
ER  - 

TY  - CONF
AN  - 01565371
AU  - Popper, Arthur N
AU  - North Carolina State University, Raleigh
TI  - What Do We Know About Pile Driving and Fish?
SN  - 0977809412
PY  - 2005
SP  - pp 26-28
AB  - There are growing concerns about the potential effects of in-water pile driving on aquatic organisms. These concerns arise from an increased awareness that high-intensity sounds have the potential to harm both terrestrial and aquatic vertebrates (e.g., Fletcher and Busnel 1978; Kryter 1984; Richardson et al. 1995; Popper 2003; Popper et al. 2004). The result of exposure to intense sounds may extend over a continuum running from little or no effects to the death of the ensonified organism. This paper is a brief review of what is known about the effects of pile driving on fish. It also provides some ideas about the design of future experiments that can be used to test these effects. The conclusions and recommendations presented here are explored in far more detail in a recent review on effects of pile driving on fish (Hastings and Popper 2005). In addition, a broader examination of the general effects of sound on fishes can be found in Popper (2003) and Popper et al. (2004).
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Aquatic life
KW  - Environmental impacts
KW  - Fishes
KW  - Noise
KW  - Pile driving
KW  - Sound intensity
KW  - Sound transmission
KW  - Underwater sound
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh2-21-28.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1355622
ER  - 

TY  - CONF
AN  - 01565370
AU  - Sharma, Ramesh C
AU  - North Carolina State University, Raleigh
TI  - Restoration of Aquatic Habitat and Fish Passage Degraded by Widening of Indian Highway 58 in
Garhwal Himalaya
SN  - 0977809412
PY  - 2005
SP  - pp 40-51
AB  - Sustainable approaches to the construction and widening of roads and highways are essential to offset negative influences on aquatic habitat and fish passage in the fragile ecosystem of the Himalayan Mountains in northern India. Evidence is growing that the expanding, poorly designed network of roads and trails in mountain areas, without giving due considerations to natural processes such as geological processes and climatic severity, such as heavy monsoon precipitation, is a major cause of habitat fragmentation and degradation of both terrestrial and aquatic habitats. These effects have been quantified for aquatic primary producers (periphyton), aquatic benthic insects, and Snow Trout, a Himalayan teleost (Schizothorax richardsonii, Gray; Schizothoraichthys progastus, McClelland) that dwells in the upper Ganges River, following Indian National Highway 58 (NH-58) in the mountain region of Garhwal Himalaya, India (latitude 29 degree 61 minutes -30 degree 28 minutes N; longitude 77 degree 49 minutes -80 degree 6 minutes E). Indian Highway 58 is one of the most important highways, is 300-km long, and passes along the Alaknanda River (230 km), which is one of the parent streams of the Ganges (70 km) in the fragile mountain ecosystem of Garhwal Himalaya of northern India. Keeping in mind the heavy traffic on the highway, a RS 450 million (US $100 million) widening project was launched in 2001. The widening of Highway 58 through massive cutting of mountain slopes, the disposal of tons of the cut material downhill into the waterways in an uncontrolled manner, and the improper water management of the slopes has resulted in intensive accumulation of soil and woody debris into the aquatic ecosystem from accelerated erosion, gulling, and landslides, resulting in drastic changes in the physico-chemical and biological profile of the aquatic habitat. Detrimental effects on transparency, current velocity, conductivity, bottom-substrate composition, dissolved oxygen, periphytonic production, and the production of benthic insect communities have been documented. Feeding, spawning, and the passage of the Snow Trout cold-water fish have been degraded or destroyed. Subsequent to the widening of Highway 58, the annual gross primary production (Pg) of periphyton declined from 8771 g C m-3yr-1(96.48 k. cal m-3yr-1) to a value of 5952 g C m-3yr-1 (65.47 k cal m-3yr-1), a 32-percent decrease in aquatic habitat. The maximum biomass (standing crop) of aquatic insects declined from a mean monthly biomass of 4.926 g m-2 (February) to 1.848 g m-2, a 62-percent decrease, and a minimum monthly mean biomass of 0.408 g m-2 (August) to 0.126 g m-2, a 69-percent decrease. Subsequent to widening of the highway, the standing crop estimate of Snow Trout declined from a maximum mean monthly biomass of 2.955 g m-2 (February) to 1.201 g m-2, a 59-percent decrease, and a minimum monthly mean biomass (August) of 0.244 g m-2 to 0.082 g m-2, a 66-percent decrease. Annual productivity of Snow Trout declined from 1.309 g m-2 to 0.448 g m-2, a 66-percent decrease. This decline is believed to have been caused by increased turbidity accompanied by a decline in depth and dissolved oxygen, accumulation of fine silt and suspended solids, a decrease in primary productivity, a decrease in general benthic-aquatic insects productivity, depletion of the food supply, and loss of cover. The author recommended measures to restore habitat quality and connectivity of Snow Trout. One measure was stream restoration and stream bank stabilization using these structures: toe walls, retaining walls, stone layers, stone arches, and terraces. Bioengineering methods included: 1) planting fast-growing plant species in combination with wire netting, gravel mining, and dredging in the impacted sites; 2) protecting riparian vegetation; 3) monitoring of water quality, 4) enhancement of fish food reserves; 5) sustainable approaches to road construction and widening; 6) proper drainage of water-saturated mountain slopes and spring runoff during monsoon season (July-August); 7) sealing of side drains against underground water penetration alongside endangered sections of the highway; and 8) construction of check dams for protection of steep gullies and side erosion of the river bed. The author also recommends establishment of a strong partnership among experienced expert geologists, civil engineers, structural engineers, and environmental biologists.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Aquatic life
KW  - Ecosystems
KW  - Environmental impact analysis
KW  - Environmental protection
KW  - Fishes
KW  - Habitat (Ecology)
KW  - Himalayas
KW  - Northern India
KW  - Pavement widening
KW  - Rivers
KW  - Road construction
KW  - Trout
KW  - Water quality
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh3-37-52.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1355641
ER  - 

TY  - CONF
AN  - 01565367
AU  - Bekker, Hans
AU  - North Carolina State University, Raleigh
TI  - Update IENE and Other New European Actions
SN  - 0977809412
PY  - 2005
SP  - pp 19-20
AB  - The following contains general information about some important issues concerning habitat fragmentation due to linear infrastructure and measures taken to counteract this phenomenon.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Environmental impact analysis
KW  - Environmental policy
KW  - Environmental protection
KW  - European Union
KW  - European Union countries
KW  - Habitat (Ecology)
KW  - Infra Eco Network of Europe (IENE)
KW  - Policy making
KW  - Railroad construction
KW  - Road construction
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh1-11-20.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1355575
ER  - 

TY  - CONF
AN  - 01565365
AU  - Kaseloo, Paul A
AU  - North Carolina State University, Raleigh
TI  - Synthesis of Noise Effects on Wildlife Populations
SN  - 0977809412
PY  - 2005
SP  - pp 33-35
AB  - This report contains a partial summary of a literature review dealing with the effect of noise on wildlife emphasizing the effects on birds. Beginning with studies in the Netherlands and, later, in the United States, a series of studies have indicated that road noise has a negative effect on bird populations (particularly during breeding) in a variety of species. These effects can be significant with ‘effect distances’ (i.e., those within which the density of birds is reduced) of two to three thousand meters from the road. In these reports, the effect distances increase with the density of traffic on the road being greatest near large, multilane highways with high densities. A similar effect has been reported for both grassland and woodland species. It is important to note that 1) not all species have shown this effect and 2) some species show the opposite response, increasing in numbers near roads or utilizing rights-of-way. It is important to determine the cause of this effect and to utilize additional or alternative methods beyond population densities as the sole measure of effect distance, because the latter is susceptible to variation due to changes in overall population density. Recommendations for further study are given, including alternative measures of disturbance in birds.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Birds
KW  - Environmental impacts
KW  - Literature reviews
KW  - Traffic noise
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2005/proceedings/06IPCh2-29-36.pdf
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1355640
ER  - 

TY  - CONF
AN  - 01565363
AU  - North Carolina State University, Raleigh
TI  - Proceedings of the 2005 International Conference on Ecology and
Transportation (ICOET 2005)
SN  - 0977809412
PY  - 2005
SP  - 712p
AB  - The theme for the 2005 International Conference on Ecology and Transportation (ICOET) was "On the Road to Stewardship". The emphasis of the conference was on the protection and maintenance of wildlife habitats and ecosystems considering the complex relationship between transportation issues and ecology. Chapters in the proceedings include: 1) Overview of federal and international activities; 2) Acoustics ecology; 3) Aquatics and marine ecosystems; 4) Context sensitive solutions - integrating community values with conservation objectives; 5) Integrating transportation and resource conservation planning; 6) Streamlining, stewardship, and sustainability; 7) Transportation corridor vegetation management; 8) Wildlife impacts and conservation solutions; 9) Wildlife crossing structures - planning, placement, monitoring; and 10) Wildlife-vehicle collisions.
U1  - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW  - Conferences
KW  - Conservation
KW  - Ecology
KW  - Ecosystems
KW  - Environmental impacts
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Transportation
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR  - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR  - https://trid.trb.org/view/1354963
ER  - 

TY  - RPRT
AN  - 01531745
AU  - Gardner, Kevin H
AU  - Eighmy, T Taylor
AU  - Gonzalez, Carolina
AU  - University of Wisconsin, Madison
AU  - University of New Hampshire, Durham
AU  - Federal Highway Administration
TI  - Permeable Reactive Barriers for Containment Control in Beneficial Use Applications in Highways
PY  - 2005///Final Report
SP  - 91p
AB  - Reactive barriers are used to remediate contaminated sites where the potential for leaching of heavy metals exists. Permeable reactive barriers (PRB) could be used in highway applications below either embankments or base courses constructed with recycled materials where a possibility of contaminant leaching exists. The objective of this project is to develop technologies that use apatite minerals as PRB applied in highway construction that use recycled materials in alternative construction applications. Sorption of heavy metals and radionuclides onto apatite has been well demonstrated. Interest in apatite is primarily due to the high stability of the metal-phosphate minerals that result from the interaction between the contaminants and the apatite. However, the exact molecular scale mechanism of removal is not completely understood. This research sought to investigate the sorption mechanism using a combination of methods, including batch tests and surface analytical techniques, to study how Zn2+ is immobilized by apatite. Three different synthetic apatites were used in this investigation: hydroxyapatite (Ca5(PO4)3OH), fluoroapatite (Ca5(PO4)3F) and carbonate apatite (Ca5(PO4,CO3)3(OH)). BET isotherms indicate that at low Zn2+ concentrations sorption proceeds as surface complexation and at increased concentrations it is followed by the formation of a co-precipitate and in turn a pure precipitate. The zeta potential analysis is in agreement with the proposed complexation – co-precipitation/precipitation mechanism. In this study two distinct rates of change were observed in the surface charge (mV) of the apatite particle as a function of Zn2+ loading (mmol Zn/g Apatite). The spectroscopic analysis indicates that co-precipitation begins to occur even at concentrations well below the solubility limit of Zn – minerals. The XAS spectra of HAP and CAP at 0.0016 mM had very strong similarities to the mineral structure of scholzite, a naturally occurring Zn-phosphate mineral and to synthetic zinc phosphate, respectively. At 0.92 - 0.99 mmol Zn/g apatite XPS identified scholzite and hopeite as likely species present at the particle surface. It is proposed that dissolution-precipitation reactions account for the formation of a Zn-phosphate solid solution, this indicates that co-precipitation begins to occur well before the maximum sorption capacity, qmax, predicted by the Langmuir isotherm. At the elevated Zn2+ loadings of all three apatites, 8.22 mmol/g HAP, 4.48 mmol/g CAP and 2.74 mmol/g FAP, XAS evidenced similarities to hydrozincite, (Zn5(CO3)2(OH)6) and XPS identified the likely presence of zinc carbonate hydroxide, [ZnCO3]2·[Zn(OH)2]. The formation of a zinc carbonate hydroxide implies that dissolved CO3 plays an important role in the complexation of Zn2+, under the given experimental conditions. Results from this research suggest that surface complexation, surface precipitation, co-precipitation and precipitation all play an important role in the sorption mechanism of Zn2+ onto apatite. This identification of a Zn-phosphate co-precipitate and hydrozincite emphasize that although the formation of Zn-phosphates does occur, competing reactions also lead to the formation of other Zn complexes such as Zn carbonates and/or hydroxides.
KW  - Apatite
KW  - Base course (Pavements)
KW  - Embankments
KW  - Heavy metals
KW  - Leaching
KW  - Permeable reactive barriers
KW  - Precipitation (Chemistry)
KW  - Recycled materials
KW  - Road construction
KW  - Sorption
KW  - Spectroscopic analysis
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/10/Proj31FinalRpt.pdf
UR  - https://trid.trb.org/view/1316339
ER  - 

TY  - RPRT
AN  - 01512787
AU  - United States Federal Highway Administration
TI  - US 24, Interstate 469 in New Haven, Indiana to Ohio Route 15 in Defiance, Westernmost and Allen counties : environmental impact statement
PY  - 2005///Volumes held: Draft, F
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1297111
ER  - 

TY  - RPRT
AN  - 01512778
AU  - United States Federal Highway Administration
TI  - SR 823 Portsmouth Bypass project, Scioto County : environmental impact statement
PY  - 2005///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Ohio
UR  - https://trid.trb.org/view/1297102
ER  - 

TY  - RPRT
AN  - 01511647
AU  - United States Federal Highway Administration
TI  - Council Bluffs Interstate System improvements project, Pottawattamie County, Iowa, and Douglas County, Nebraska : environmental impact statement
PY  - 2005///Volumes held: Draft, F
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1295971
ER  - 

TY  - RPRT
AN  - 01510948
AU  - United States Federal Highway Administration
TI  - Interstate 69, SIU 15, US Highway 171 to Interstate Highway 20 Bossier, Caddo, and DeSoto parishes : environmental impact statement
PY  - 2005///Volumes held: Draft, Draft Appendix
KW  - Environmental impact statements
KW  - Louisiana
UR  - https://trid.trb.org/view/1295272
ER  - 

TY  - RPRT
AN  - 01508217
AU  - United States Federal Highway Administration
TI  - Klingle Road, between Porter Street, NW and Cortland Place, NW : environmental impact statement
PY  - 2005///Volumes held: Draft(2v)
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1292541
ER  - 

TY  - RPRT
AN  - 01508216
AU  - United States Federal Highway Administration
TI  - Proposed I-49 South, Raceland to the Davis Pond Diversion Canal, Lafourche and St. Charles parishes : environmental impact statement
PY  - 2005///Volumes held: Draft, Supplemental technical documents B1
KW  - Environmental impact statements
KW  - Louisiana
UR  - https://trid.trb.org/view/1292540
ER  - 

TY  - RPRT
AN  - 01508215
AU  - United States Federal Highway Administration
TI  - Fayetteville outer loop corridor study, Cumberland, Hoke, Robeson counties : environmental impact statement
PY  - 2005///Volumes held: Draft, F, Reevaluation of the draft B1
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/1292539
ER  - 

TY  - RPRT
AN  - 01507908
AU  - United States Federal Highway Administration
TI  - US Highway 160 from Durango to Bayfield, La Plata County : environmental impact statement
PY  - 2005///Volumes held: Draft, Dapp
KW  - Colorado
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1292232
ER  - 

TY  - RPRT
AN  - 01421294
AU  - Federal Highway Administration
TI  - Management of Pavement Warranties: “Managing Warranties and Examples”
PY  - 2005///Draft
SP  - 4p
AB  - The Federal Highway Administration (FHWA) intends to continue supporting and encouraging the use of pavement warranties throughout the United States.  This is the third in a series of documents intended to provide guidance on the use of pavement warranties.  The documents are arranged to address various high points that should be considered in all warranty programs, independent of the source of funding or routes.  The first document provides agencies with information to gain an understanding of what warranties are and why they should be used.  The second document discusses the selection procedures for pavement warranties and includes specification development, bonding or guarantee issues, project selection, along with acceptance and verification procedures for warranty projects.  In addition, it presents warranty experiences from various states.  This third document is intended to provide information on the management of a pavement warranty program along with examples of warranty specifications.
KW  - Management
KW  - Pavement performance
KW  - Pavements
KW  - Paving
KW  - Quality assurance
KW  - Specifications
KW  - Warranty
UR  - http://www.fhwa.dot.gov/pavement/warranty/mangment.doc
UR  - https://trid.trb.org/view/1151711
ER  - 

TY  - RPRT
AN  - 01421286
AU  - Federal Highway Administration
TI  - Selection Procedures for Pavement Warranties: “How to establish criteria and how to select projects”
PY  - 2005///Draft
SP  - 18p
AB  - The Federal Highway Administration (FHWA) intends to continue supporting and encouraging the use of pavement warranties throughout the United States.   This is the second in a series of documents intended to provide guidance on the use of pavement warranties.  It is arranged to address various high points that should be considered in all warranty programs, independent of the source of funding or system.  The first document was intended to provide agencies the information to gain an understanding of what warranties are and insight on why they should be used.   This second document will discuss the selection procedures for pavement warranties and will include specification development, bonding or guarantee issues, project selection, acceptance, and verification procedures for warranty projects.  In addition, warranty experiences from various states will also be presented.
KW  - Construction management
KW  - Construction projects
KW  - Pavement performance
KW  - Pavements
KW  - Paving
KW  - Project selection
KW  - Quality assurance
KW  - Warranty
UR  - http://www.fhwa.dot.gov/pavement/warranty/selction.doc
UR  - https://trid.trb.org/view/1151568
ER  - 

TY  - RPRT
AN  - 01390009
AU  - Harkey, D L
AU  - Zegeer, C V
AU  - United States. Federal Highway Administration (FHWA). Office of Safety Programs
TI  - Pedsafe: pedestrian safety guide and countermeasure selection system: version 1.0
PY  - 2005
IS  - FHWA-SA-04-003
SP  - 1 CD ROM
KW  - Accident countermeasure
KW  - Case studies
KW  - Case study
KW  - Decision making
KW  - Expert systems
KW  - Highway safety
KW  - Knowledge based system
KW  - Mobility
KW  - Mobility
KW  - Pedestrian
KW  - Pedestrian areas
KW  - Pedestrian facilities
KW  - Pedestrians
KW  - Road safety
KW  - Road user education
KW  - Selection
KW  - Traffic engineering
KW  - Traffic engineering
KW  - Traffic safety
KW  - Traffic safety education
UR  - http://www.walkinginfo.org/pedsafe/pedsafe_downloads.cfm
UR  - https://trid.trb.org/view/1157775
ER  - 

TY  - RPRT
AN  - 01153163
AU  - Federal Highway Administration
TI  - I-95 Operational Analysis for Lane Closures at Night
PY  - 2005///Case Study Snapshot #2
SP  - 1p
AB  - Maintaining roadway capacity is an important aspect in the ongoing Woodrow Wilson Bridge replacement project in the Washington, DC metropolitan area. Lane closures are conducted only at night to minimize impact on road users. In the fall of 2001, a contractor for the Maryland State Highway Administration was in the process of constructing one of many new bridges as part of the project at the MD 210/I-295/I-95 interchange just east of the Potomac River shoreline. The plan included closing lanes during the overnight hours (12 a.m. to 4 a.m.) and was scheduled to take from 4 to 6 months to complete. When this phase of the roadwork began, it was clear the limited hours of lane closures were incompatible with required setup and takedown time. Project engineers responded with a QuickZone analysis that included multiple scenarios for extending the lane closure duration time and the number of lanes closed. The results showed an insignificant difference for motorists if the lane closures began at 9 p.m. instead of the proposed 12 a.m. Opening all lanes by 5 a.m. would be sufficient to maintain traffic flow. As a result of this information the lanes were closed at 9 p.m. and reopened by 5 a.m. Consequently, total duration of the construction project was reduced from an estimated 6 months to 2 months, hence reducing the impact on motorists. Moreover, the increase in the contractor’s productive time (from 2.5 hours to 6 hours) resulted in better utilization of available resources and ultimately saved money on the overall construction project. QuickZone allowed the management team to easily test various work zone plan scenarios and determine the best compromise between the interests of the construction project and the public.
KW  - Bridge construction
KW  - Highway operations
KW  - Highway traffic control
KW  - Interstate 95
KW  - Lane closure
KW  - Night
KW  - QuickZone (Computer program)
KW  - Road construction
KW  - Woodrow Wilson Memorial Bridge
UR  - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot2.cfm
UR  - https://trid.trb.org/view/914711
ER  - 

TY  - RPRT
AN  - 01153162
AU  - Federal Highway Administration
TI  - Responding to Public Concern about Delays during Bridge Repairs
PY  - 2005///Case Study Snapshot #3
SP  - 1p
AB  - In the spring of 2001, a major structural rehabilitation project started on the Little Bras d’Or bridge in Nova Scotia, Canada. Built in 1959, the bridge consists of 1.2 meter by 30.4 meter (4 feet by 100 feet) steel girder spans and carries a two-lane, twoway highway. It was necessary to close one lane to perform repairs. Traffic flow was controlled by signals, and later, during peak traffic flow hours, by flaggers. As the project progressed into late spring, traffic volumes increased and motorists began to experience significant delays. Local residents, businesses, politicians, and emergency services were very vocal about the delays. Political pressure forced rescheduling the work for November of that year. In anticipation of the November bridge work, the Province’s transportation engineer started looking for tools to help predict the impact of the proposed closure to make objective decisions on when work could take place. QuickZone was used to analyze various staging scenarios. First, a baseline model was validated for queues and delays observed during the spring 2001 roadwork. QuickZone demonstrated that the planned move to November using the same traffic control would still result in unacceptable delays. Due to the QuickZone analysis and political issues, project completion was further delayed. Basic repairs were made to keep the bridge safely open until a better traffic control solution could be identified. In 2004, the initial analysis performed at this site was updated for a milling and repaving project on the same section of the highway. Estimates of capacity loss were updated based upon observations made at other sites. QuickZone was used to support the decision to do the work at night and also to define allowable nighttime work hours. It is anticipated that the structural repairs started in 2001 will resume and be completed in 2005 using an alternative traffic control plan.
KW  - Bridge maintenance
KW  - Highway maintenance
KW  - Peak hour traffic
KW  - Public relations
KW  - QuickZone (Computer program)
KW  - Road construction
KW  - Traffic delays
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot3_press.pdf
UR  - https://trid.trb.org/view/914712
ER  - 

TY  - RPRT
AN  - 01153161
AU  - Federal Highway Administration
TI  - Economic Impact of Work Zones with Lengthy Detours in Wyoming
PY  - 2005///Case Study Snapshot #8
SP  - 1p
AB  - Louis Lake Road is located in Fremont County, Wyoming, and links the town of Lander and the Shoshone National Forest. The one-lane gravel road with turnouts is narrow, unsafe, and inadequate for expected traffic increases as more visitors are drawn to the area. Due to public concern over the economic impacts on the area during construction, Central Federal Lands Highway Division (CFLHD) considered using QuickZone. Because the road is such a vital link to the forest, residents of Lander in particular were concerned that real and perceived construction delays would deter vacationers, and local businesses would lose revenue. The QuickZone economic impact estimates the amount of revenue lost by reduced travel, the additional cost to freight traffic, the cost of lost time by delayed travelers, and the additional vehicle operating costs from the additional miles traveled on the detour. The QuickZone analysis will help determine when flagging operations and full closures will be allowed and to assure the public that delay costs and economic impacts on the town of Lander were considered in construction plans. The primary means of traffic control planned for the project is using flaggers when the twolane road is reduced to one-lane, two-way operation, and full closures during rock blasting and other dangerous operations. QuickZone estimated the delay a traveler would face during flagging operations of different lengths and capacities. The delay was also influenced by the amount of traffic that might take the detour during road closures. Due to the low volumes in the project area, the only delays were caused by the flagger operations. At the time of highest demand, at 2 p.m. on Saturdays in July, the demand on Louis Lake Road is 57 vehicles per hour. For a work zone of 3 km (1.8 mile) and with a clearance time of 13.4 minutes, the maximum user delay is 27.5 minutes.
KW  - Detours
KW  - Economic impacts
KW  - QuickZone (Computer program)
KW  - Revenues
KW  - Road construction
KW  - Tapers (Work zone traffic control)
KW  - Traffic control
KW  - Traffic delays
KW  - Work zone safety
KW  - Wyoming
UR  - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot8_press.pdf
UR  - https://trid.trb.org/view/914719
ER  - 

TY  - RPRT
AN  - 01153160
AU  - Federal Highway Administration
TI  - I-40 Full Closure Feasibility Assessment
PY  - 2005///Case Study Snapshot #1
SP  - 1p
AB  - Tennessee Department of Transportation (TDOT) identified a section of I-40 east of downtown Knoxville as a candidate for major rehabilitation, and in 2004, considered various strategies to perform the needed roadwork, keeping in mind construction costs, project duration, and potential impact to road users. In particular, TDOT considered the use of a full closure to complete complex work on freeway interchanges without the maintenance of through traffic on I-40. The advantages of this option over more traditional approaches include reduced project duration, improved worker safety, and potential cost savings over more traditional approaches. However, the impact on road users throughout the closure period was poorly understood. From the road network geometry in the metropolitan area, it was clear that the brunt of the diverted traffic demand would have to be borne by I-640. TDOT commissioned a traffic study to predict traffic volumes on I-640 for a prospective 2008 full closure on I-40. The study used vehicle-matching technologies to identify through and local traffic volumes by collecting field data in the first half of 2004. The results of this study were used by analysts to better predict travel demands on I-640 during the construction period. The study used QuickZone to identify the likelihood of significant congestion under the proposed full closure option by presenting a quick prediction based on current traffic volumes. When it became clear that congestion was likely to be significant, more refined traffic demand data and more detailed network geometry was applied in QuickZone. The increased scope identified the likely delay impacts and targets to assist the management of local and interstate traffic demand in preventing lengthy delays on I-640 and at the I-40/I-640 interchanges.
KW  - Highway traffic control
KW  - Interstate 40
KW  - Knoxville (Tennessee)
KW  - Lane closure
KW  - QuickZone (Computer program)
KW  - Road construction
KW  - Traffic congestion
KW  - Travel demand
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot1_press.pdf
UR  - https://trid.trb.org/view/914709
ER  - 

TY  - RPRT
AN  - 01153159
AU  - Federal Highway Administration
TI  - Preparing for Peak Tourist Season during Repaving Operations, Zion National Park
PY  - 2005///Case Study Snapshot #6
SP  - 1p
AB  - In 2004, a major rehabilitation of the main road through Zion National Park in Utah was scheduled to take place. The work, beginning at the south visitors’ entrance and extending into Zion Canyon, was to include the widening and structural repairs of certain sections of the existing road and milling/paving operations over a 11-kilometer (7-mile) segment. The impact on visitors entering the park through the town of Springdale was a major concern, whereas traffic congestion on roads beyond the entrance station was not a concern because visitors are required to park and use the free shuttle bus service. Park administrators were concerned about significant work zone-related delay at the south visitors’ entrance, where recurrent queues were present even without the planned roadwork. The original traffic control plan called for shutting down one of the two visitor entrance lanes during construction. The National Park Service wanted to avoid an 0.8-kilometer (0.5-mile) queue extending into the town of Springdale during roadwork. A queue of this length would affect traffic in the town as well as employee access to the park. QuickZone was used to estimate the length of the queue and number of vehicles in queue for the peak tourist months of June, July, August, September, and October. Results from the analysis indicated that queues reaching into the town of Springdale were likely in these months without a change to the proposed traffic control plan. Due to financial and political constraints, construction was delayed. However, due to QuickZone analysis of the Zion project, engineers have begun to reevaluate the construction phasing and propose a variety of strategies. As new ideas develop, project engineers will analyze them in QuickZone to determine which will have the least impact on park visitors and employees.
KW  - Highway operations
KW  - QuickZone (Computer program)
KW  - Resurfacing
KW  - Road construction
KW  - Shuttle buses
KW  - Tourism
KW  - Traffic control
KW  - Traffic queuing
KW  - Zion National Park
UR  - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot6_press.pdf
UR  - https://trid.trb.org/view/914717
ER  - 

TY  - RPRT
AN  - 01153158
AU  - Federal Highway Administration
TI  - Justifying the Additional Cost of Night Work in Nova Scotia
PY  - 2005///Case Study Snapshot #4
SP  - 1p
AB  - In 2001, the intersection of Reeves Street and Trunk 4 in Port Hawkesbury, Nova Scotia— along a key access route to the Trans Canada Highway—was slated to be upgraded. Both roads are generally two-lane roads with certain sections upgraded to include designated turn lanes. Average annual daily traffic (AADT) through the intersection is roughly 8,000 vehicles per day with approximately 10 percent truck volume. Truck traffic is concentrated during the daytime on weekdays. Most of the traffic volume at this location in Port Hawkesbury is through-traffic continuing on to some of the industrial centers near the town or to points further north. The reconstruction involved a major upgrade of the intersection including additional dedicated turn lanes to accommodate higher traffic volumes and to improve safety. Construction was slated to take place only during daylight hours because of cost and safety concerns. However, it was also evident that any construction during the day would have an impact on motorists. QuickZone Version 1.0 was used to test alternate strategies, including the possibility of a detour route through a residential district. Under the original traffic control plan, the intersection operated 24 hours a day, 7 days a week. Under these conditions, QuickZone predicted up to a 6.5-kilometer (4.1-mile) queue and 70 minutes of delay. Project engineers noted that queues and delays did not form during the overnight hours on any day, especially Friday. They also tested a scenario that eliminated construction during daylight hours on Fridays and Saturdays. Using this information, construction was planned for mornings and evenings during weekdays. This approach cut in half the queuing and the delays associated with the construction. In addition, the number of vehicles on the detour route was reduced to 6,000 vehicles per week, a 40 percent reduction. The QuickZone analysis allowed project engineers to better plan the construction schedule and make the decision to perform some of the most disruptive phases of construction at night.
KW  - Highway traffic control
KW  - Interchanges and intersections
KW  - Night
KW  - Nova Scotia
KW  - QuickZone (Computer program)
KW  - Road construction
KW  - Truck traffic
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot4_press.pdf
UR  - https://trid.trb.org/view/914713
ER  - 

TY  - RPRT
AN  - 01153157
AU  - Federal Highway Administration
TI  - Cumulative Delay Analysis for Successive Work Zones on Beartooth Highway
PY  - 2005///Case Study Snapshot #7
SP  - 1p
AB  - The Central Federal Lands Highway Division (CFLHD) has been working with the United States Department of Agriculture (USDA) Forest Service and the National Park Service to reconstruct a 30-kilometer (18.6-mile) section of the scenic Beartooth Highway in Montana. This section has not been rebuilt since the original construction in 1936. The highway can no longer support the types of vehicles driving on it today nor the increased volumes anticipated in future years. The reconstruction project will consist of upgrading the current roadway with improvements to the alignment, grade, and width of the road to meet current Federal Highway Administration (FHWA) guidelines. QuickZone was used to evaluate a series of four different flagging operations near the Beartooth Ravine, part of the proposed 30-kilometer (18.6-mile) section. QuickZone enabled CFLHD to account for prospective delays at each work zone and predict delays for motorists incurred by a series of work zones. QuickZone was also configured to account for detailed seasonality demand data CFLHD had collected on the highway. A key capability CFLHD required from QuickZone was the estimate of cumulative delay a motorist would likely encounter from a series of wok zones, including localized bottlenecks, flagging operations, and periodic full closures. The initial results from QuickZone showed that four flagging operations at Beartooth Ravine produced substantial backups caused by the switchover times of the flagging operations. No single flagging operation, however, was shown to cause major traffic delays.
KW  - Beartooth Highway
KW  - Highway operations
KW  - Lane closure
KW  - Montana
KW  - QuickZone (Computer program)
KW  - Road construction
KW  - Traffic control
KW  - Traffic delays
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot7_press.pdf
UR  - https://trid.trb.org/view/914718
ER  - 

TY  - RPRT
AN  - 01153156
AU  - Federal Highway Administration
TI  - Cost-Effective Construction Phasing in Yosemite Valley
PY  - 2005///Case Study Snapshot #5
SP  - 1p
AB  - Yosemite National Park in California is one of the most popular national park destinations in the Nation, averaging more than 9,000 visitors each day throughout the year. Due to the shape of Yosemite Valley, public access to the park is quite limited. Given the steep terrain around the valley, the only roadways in and out of Yosemite Village are Northside and Southside Drives, both of which are two-lane, one-way facilities with stop-controlled intersections along their length at two bridge crossings. These two key valley roadways are scheduled to be under consideration for a significant repaving and rehabilitation project starting in 2006 and anticipated to finish in 2008. Concern over significant delays in the construction phase led the Central Federal Lands Highway Division (CFLHD) and the National Park Service staff to consider a range of phasing and staging alternatives. Congestion and delays on weekends are already a recurring event during peak travel months even with no roadwork underway. The original role of QuickZone in the Yosemite project was to identify the likely travel delays associated with two competing alternatives: an aggressive one-season approach or a more traditional two-season plan. As the case study progressed however, QuickZone became integral in the incremental refinement of a phasing and staging plan combining advantageous aspects of both alternatives. No final decision about the timing or phasing of the work had been made as of August 2004. However, the time and effort invested in data collection and QuickZone analysis had a marked impact in shaping the planned work to minimize impacts on park visitors while finding effective ways to reduce project duration and costs. CFLHD staff plan to continue utilizing the QuickZone model throughout the Yosemite project life cycle, including the actual construction phase.
KW  - Construction phasing
KW  - Cost effectiveness
KW  - Highway operations
KW  - QuickZone (Computer program)
KW  - Road construction
KW  - Traffic control
KW  - Two lane highways
KW  - Valleys
KW  - Yosemite National Park
UR  - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot5_press.pdf
UR  - https://trid.trb.org/view/914715
ER  - 

TY  - CONF
AN  - 01139813
AU  - Federal Highway Administration
TI  - Proceedings of the Workshop on Traffic Modeling: Simulation Models: From the Labs to the Trenches
PY  - 2005
SP  - v.p.
AB  - Approximately 100 traffic modelers, software developers and users met in Sedona, Arizona, September 18-21, 2005, to brainstorm issues related to the trends and challenges on the development and use of traffic models. The Workshop on Traffic Modeling: Simulation Models: From the Labs to the Trenches focused on the following objectives: (1) to review the current states of the art and practice in traffic modeling; (2) to assess future needs for traffic models and their applications; and (3) to identify directions for further research and model development. To meet the objectives of the workshop, several technical presentations on the state of the art in traffic models and their applications were presented first. Subsequently, workshop attendees actively participated in breakout sessions to identify issues and problems related to traffic modeling and traffic models in three categories: (1) model development; (2) data collection and model calibration; and (3) requirements for applications. The goal of the breakout sessions was to develop prioritized list(s) that researchers and developers could address.
U1  - Proceedings of the Workshop on Traffic Modeling: Simulation Models: From the Labs to the TrenchesFederal Highway AdministrationUniversity of Arizona, TucsonTransportation Research BoardCaliper CorporationCambridge Systems CorporationDowling Associates IncorporatedINRO Consultants IncorporatedUniversity of California, BerkeleyPTV America, IncorporatedQuadstone ParamicsSiemens ITSTransport Simulation SystemsSedona,AZ,United States StartDate:20050918 EndDate:20050921 Sponsors:Federal Highway Administration, University of Arizona, Tucson, Transportation Research Board, Caliper Corporation, Cambridge Systems Corporation, Dowling Associates Incorporated, INRO Consultants Incorporated, University of California, Berkeley, PTV America, Incorporated, Quadstone Paramics, Siemens ITS, Transport Simulation Systems
KW  - Best practices
KW  - Calibration
KW  - Control system applications
KW  - Data collection
KW  - Laboratory tests
KW  - State of the art
KW  - Traffic forecasting
KW  - Traffic models
KW  - Traffic simulation
KW  - Workshops
UR  - https://trid.trb.org/view/900056
ER  - 

TY  - RPRT
AN  - 01120617
AU  - Federal Highway Administration
TI  - Transportation Asset Management Case Studies: Economics in Asset Management: The Hillsborough County, Florida, Experience
PY  - 2005
SP  - 24p
AB  - 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 necessary to do multiyear budgeting of maintenance, operations, and eventual capital replacement of these assets.  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. 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.
KW  - Asset management
KW  - Benefit cost analysis
KW  - Budgeting
KW  - Case studies
KW  - Decision making
KW  - Drainage structures
KW  - Economic analysis
KW  - Geographic information systems
KW  - Highways
KW  - Hillsborough County (Florida)
KW  - Infrastructure
KW  - Investments
KW  - Life cycle costing
KW  - Management information systems
KW  - Public works
UR  - http://www.fhwa.dot.gov/infrastructure/asstmgmt/difl.pdf
UR  - https://trid.trb.org/view/880473
ER  - 

TY  - SER
AN  - 01111972
JO  - Transportation Decisionmaking: Information Tools for Tribal Governments
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Developing a Long-Range Transportation Plan
PY  - 2005
SP  - 20p
AB  - The goal of this document is to provide a tool to assist Tribal Governments in developing a Long-Range Transportation Plan (LRTP).  A general framework for developing an LRTP is provided, along with examples of noteworthy practices by several Tribal organizations.  The Indian Reservation Roads (IRR) Rule (25 Code of Federal Regulations 170) identifies elements that may be included in an LRTP.  The specific steps described in this report are not required by Federal statute or regulation.  They represent a general process on how to develop an LRTP in support of the requirements of the IRR program as well as of the Federal Highway Administration/Federal Transit Administration statewide and metropolitan planning process.
KW  - Indian reservations
KW  - Long range planning
KW  - Transportation planning
KW  - Tribal government
UR  - http://www.fhwa.dot.gov/hep/tribaltrans/lrtpmod.pdf
UR  - https://trid.trb.org/view/871674
ER  - 

TY  - JOUR
AN  - 01111257
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Cox, William R
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Deck Cracking Repair Criteria in Texas
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how bridge deck cracking provides access for oxygen, moisture, and chlorides to reach and corrode steel reinforcement and the resulting corrosion can cause deck deterioration, increased maintenance, and shorter service life. Repairing cracks in new and existing bridge decks is a means to achieve the planned service life of a bridge deck that has suffered significant cracking. In Texas, the decision to repair bridge deck cracking is based on the severity of the environment, crack width, and extent of cracking. Moisture in the form of rainfall increases from the western portion of the state, where El Paso experiences an average annual rainfall of about 8 in. (200 mm), to southeastern Texas, where Beaumont receives about 57 in. (1.45 m). Winter applications of deicing chemicals are common in the northern regions of the state while structures along the Gulf Coast experience a marine environment. In these regions, the Texas Department of Transportation (TxDOT) responds to inquiries about the acceptability of deck cracks by recommending that cracks greater than 0.005 in. (0.13 mm) in width be sealed. In other areas of the state, TxDOT recommends crack sealing when crack widths exceed 0.01 in. (0.25 mm). However, in areas of the state that receive little rainfall and chloride exposure is of little concern, TxDOT recommends crack sealing only when crack widths exceed 0.02 in. (0.50 mm).
KW  - Bridge decks
KW  - Crack width
KW  - Cracking
KW  - Cracking of concrete pavements
KW  - Deicing chemicals
KW  - Moisture content
KW  - Rainfall
KW  - Service life
KW  - Texas
KW  - Winter maintenance
UR  - https://trid.trb.org/view/870589
ER  - 

TY  - JOUR
AN  - 01111255
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Hime, William G
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Tests — Alkali-Silica Reaction
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how alkali-silica reaction (ASR) was discovered by Stanton* in 1940 and since then it has been mischaracterized, misdiagnosed, and probably mis-tested. At the same time, ways to mitigate its effect have been developed. Contrary to much of the literature, ASR is not a reaction of sodium or potassium (or other alkali metal ions) with a form of silica. Rather, it is the reaction of the hydroxides of those ions (ammonium ion is the exception) with, almost always, microcrystalline silicon dioxide. Only the hydroxides of these ions are soluble enough to produce the pH levels of 13, or more, that are needed to cause the reaction. The silicate that is produced occupies more space than the silica did, causing “map” cracking in the concrete. The reaction stops when either the hydroxyl ion is sufficiently depleted (by reaction or carbonation to drop the pH below 13), or when the reactive silica particles have been consumed. Completion of the reaction occurs in hours, weeks, or years, depending upon the thickness of the concrete. It is obvious that the higher the cement content, the more the alkalies in the concrete. It is less obvious that the higher the alkali metal content, the higher the hydroxyl ion content. But when water is added to portland cement, the alkali metal compounds largely produce alkali metal hydroxides. This is usually not true with mineral admixtures or aggregates. The alkali metals in them do not produce hydroxides.
KW  - Alkali silica reactions
KW  - Carbonation
KW  - Cement content
KW  - Cracking
KW  - Crystalline fractions
KW  - High performance concrete
KW  - Hydroxides
KW  - Silica
KW  - Silicon dioxide
UR  - https://trid.trb.org/view/870581
ER  - 

TY  - JOUR
AN  - 01111252
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Kivisto, Paul M
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - High Performance Concrete Bridge Decks in Minnesota
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how bridges in Minnesota experience harsh conditions with wide temperature extremes, fairly long snow and ice seasons, and many applications of deicing chemicals. The standard bridge deck protection system of the Minnesota Department of Transportation (Mn/DOT) includes epoxy-coated reinforcement, a 7-in. (175-mm) thick conventional concrete structural slab, and a 2-in. (50-mm) thick low-slump concrete overlay. This system has worked extremely well since the mid 1970s and is specified on most bridges. High performance concrete (HPC) bridge decks offer potential benefits to the state including decreased construction time, lower permeability, and cost savings of 5 percent or more compared to decks with low-slump overlays.
KW  - Adverse weather
KW  - Bridge decks
KW  - Bridges
KW  - Concrete overlays
KW  - Deicing chemicals
KW  - Epoxy coatings
KW  - High performance concrete
KW  - Minnesota
KW  - Reinforcing bars
KW  - Winter
UR  - https://trid.trb.org/view/870498
ER  - 

TY  - JOUR
AN  - 01111249
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Serink, Dale
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Sturgeon River Bridge: 100-Year Service Life
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Sturgeon River bridge, located in Edmonton, Alberta incorporates innovative features that are aimed at achieving a 100-year service life and meeting difficult geometric constraints. Integral abutment design, stainless steel-clad reinforcement, and high performance concrete were employed to achieve these objectives. The selected design consists of a single span 131-ft (40-m) long low profile precast, prestressed concrete girder bridge with high performance concrete in the deck and the girders.
KW  - Bridge decks
KW  - Bridge design
KW  - Geometric design
KW  - Girder bridges
KW  - High performance concrete
KW  - Jointless bridges
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Service life
UR  - https://trid.trb.org/view/870492
ER  - 

TY  - RPRT
AN  - 01111248
AU  - Nevada Department of Transportation
AU  - Federal Highway Administration
TI  - Accelerating Construction. Project Neon. Connecting Commuters. ACTT Workshop
PY  - 2005
SP  - 48p
AB  - 2005 As highway construction continues to cause strain to the National roadway system, both State and Federal transportation agencies are searching for innovative approaches that will minimize disruptions to the traveling public. Accelerated Construction Technology Transfer (ACTT) is a process that helps identify innovative techniques/technologies and reduce construction time, enhance safety and improve quality on major highway projects. The goal of the Interstate 15 (i-15) corridor ACTT workshop, held March 15-17, 2005, in Las Vegas, Nevada, was to examine potential improvements to a section of the I-15 corridor through central Las Vegas known as project neon. The workshop brought together 56 experts from 17 states and Washington, DC individuals with an extensive knowledge of environmental planning and documentation, complex freeway projects, public outreach, traffic planning and construction. Interstate 15 is a major north-south route that links Las Vegas to California on the southwest and to Salt Lake City and beyond on the northeast. Project neon encompasses an urban section of i-15 beginning at the US 95/I-15 interchange (the Spaghetti Bowl) and extending approximately 2.5 miles south. This section of the I-15 corridor serves the Las Vegas Valley as a primary transportation link through central Las Vegas, serving over 250,000 vehicles per day, and that number is going to change drastically. In recent years, Las Vegas has been one of the fastest-growing metropolitan area in the United States. That trend is projected to continue through 2030, with an anticipated 60 percent increase in population during that time. Providing transportation solutions that will accommodate this growth is a major challenge facing the Nevada Department of Transportation (NDOT), the Regional Transportation Commission of Southern Nevada (RTC) and other local agencies, making project neon a key planning effort for the entire metropolitan area. The primary goals for project neon, then, are as follows: (1) meet the short- and long-term transportation needs of the project area; (2) provide improved transportation in response to regional growth; (3) decrease congestion; and 4) enhance mobility.
KW  - Accelerated Construction Technology Transfer (ACTT)
KW  - Freeway operations
KW  - Mobility
KW  - Planning and design
KW  - Regional planning
KW  - Regional transportation
KW  - Road construction
KW  - Technology transfer
KW  - Traffic congestion
KW  - Transportation planning
UR  - https://trid.trb.org/view/870306
ER  - 

TY  - JOUR
AN  - 01111247
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Tallman, Thomas E
AU  - Harris, Thomas M
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - The Virginia Dare Bridge, NC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - The Virginia Dare Bridge, the longest bridge in North Carolina, is located on US 64/264 over the Croatan Sound at Manteo and the bridge connects the mainland to Roanoke Island at the midpoint of the Outer Banks. The bridg  is on a hurricane evacuation route. With a target service life of 100 years, the most significant design challenges of the bridge project included the highly corrosive coastal environment, high level navigable clearances, vessel impact forces, coastal storm surge and scour characteristics, and environmentally sensitive high quality wetlands. Early in the design process, a study of bridge types was performed in order to determine economical alternates for the bridge. The bridge was segmented into regions based on soil type, vessel impact loads, and bridge profile. For the superstructure, six different structural member types were analyzed with multiple variations in span lengths, girder spacings, and material strengths. The substructure analysis included three different structural frame systems and two foundation types. A precast segmental superstructure and a conventional precast, prestressed concrete girder superstructure were offered as alternates for bid. The bid was awarded to the conventional alternate.
KW  - Bridge design
KW  - Bridge superstructures
KW  - Croatan Sound (North Carolina)
KW  - Evacuation
KW  - Hurricanes
KW  - Long span bridges
KW  - Manteo (North Carolina)
KW  - Outer Banks (North Carolina)
KW  - Service life
KW  - Virginia Dare Bridge
UR  - https://trid.trb.org/view/870499
ER  - 

TY  - JOUR
AN  - 01111246
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Schultz, Kyle
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - The Contractor’s Perspective
PY  - 2005
IS  - Issues 1-38
SP  - 2p
AB  - This paper describes how the use of high performance concrete (HPC) on the Wacker Drive Reconstruction project presented several special challenges to the general contractor. Some of these resulted from the concrete mix proportions while others resulted from the special provisions. The first challenge was the erratic air content following the addition in the field of the high-range water-reducer (HRWR). During the first weeks of production, the addition of the HRWR would cause the air content to either increase or decrease, with no apparent pattern. Further, the required dosage of air-entraining admixture to achieve the specified 5.5 to 8.5 percent air content was not consistent from one day to the next. The second issue was what to do when the air content was too high. Typically, high air content of concrete can be reduced by additional mixing, or by stopping the truck's drum completely for a time. However, the HPC on this project seemed reluctant to release entrained air regardless of these, or any other techniques. Although the start of HPC production was a little rough, the contractor simply rode out the learning curve. After which, working with the HPC was no different from any other concrete. Everyone grew accustomed to the HPC with its special requirements and construction never seemed to be hampered due to the mix.
KW  - Admixtures
KW  - Air content
KW  - Air entrained concrete
KW  - Bridge design
KW  - Chicago (Illinois)
KW  - Concrete structures
KW  - Contractors
KW  - Mix design
KW  - Wacker Drive (Chicago, Illinois)
UR  - https://trid.trb.org/view/870495
ER  - 

TY  - RPRT
AN  - 01111244
AU  - Federal Highway Administration
TI  - Common Ground: Construction Management Practices in Canada and Europe. International Technology Exchange Program. Bringing Global Innovations to U.S. Highways
PY  - 2005
SP  - 4p
AB  - Reaching beyond its borders, the United States can benefit from a wealth of progressive practices now enhancing highway project delivery, contract compliance and quality assurance worldwide. The international highway community has developed innovative construction management procedures in alternative procurement and contracting environments, and a team of highway experts from the Federal Highway Administration (FHWA), the American Association of State Highway and Transportation Officials (AASHTO), academe and industry recently assessed advances underway. The participating public and private sector leaders researched, documented, and are now promoting the implementation of international best practices that can push the state of the art within the U.S. highway industry. Team members gained fresh perspectives on the highway industry's current challenge to thrive in a new spirit of partnership and common, customer-focused goals. Construction management involves the oversight of risks and resources in the implementation of a highway project. It is an essential element of the success of any project, and evolving industry roles and the adoption of alternative project delivery methods are prompting changes in the conventional construction management practices used by public agencies. Critical components of these new methods include the evolving relationships among public agencies, contractors, and private engineering firms, which are transforming risk allocation processes, quality control/quality assurance, and general contract administration procedures. Emerging delivery methods include the use of non-traditional procedures such as design-build contracts, public-private arrangements, maintenance and warranty requirements, and use of third-party consultants to perform contract management. European and U.S. transportation communities face similar political, financial, and resource challenges. However, key procurement and construction management techniques found during this study could promote better alignment between project team members and customers. The scan team discovered a more spirited effort of long-term partnership and collaboration between public and private sectors and witnessed heightened customer awareness among industry members. Canadian and European agencies have developed construction management systems that promote the alignment of team goals through the use of integrated risk analysis techniques that support the strategic application of alternative delivery methods. These concepts thread through the project life cycle, from procurement systems that set the framework for success to contract payment systems that reinforce trust.
KW  - Best practices
KW  - Canada
KW  - Construction management
KW  - Construction projects
KW  - Contractors
KW  - Europe
KW  - Globalization
KW  - International relations
KW  - Road construction
KW  - Technological innovations
KW  - Technology transfer
UR  - http://www.fhwa.dot.gov/construction/scan05.pdf
UR  - https://trid.trb.org/view/870307
ER  - 

TY  - JOUR
AN  - 01111243
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - International Symposium on High Performance Concrete
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - The Precast/Prestressed Concrete Institute, the Federal Highway Administration and the Fédération Internationale du Béton will co-sponsor an International Symposium on High Performance Concrete to be held September 25-27, 2000 in conjunction with the PCI Annual Convention and Exhibition in Orlando, Florida. Topics will include general history and definition; materials and mix design; research and future directions; quality concepts; construction techniques; structural design and concepts; fabrication and transportation; structural performance and code performance; FHWA showcase projects and cast histories; and cost effectiveness, marketing, and implementation.
KW  - Case studies
KW  - Concrete construction
KW  - Conferences
KW  - Cost effectiveness
KW  - High performance concrete
KW  - Implementation
KW  - Marketing
KW  - Meetings
KW  - Quality control
KW  - Structural design
UR  - https://trid.trb.org/view/869743
ER  - 

TY  - JOUR
AN  - 01111241
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Jaber, Tarif M
AU  - Ardani, Ahmad Allen
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC and FRP for Colorado Bridge Deck
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Colorado Department of Transportation (CDOT) received a $700,000 award under the Innovative Bridge Research and Construction (IBRC) program to investigate new, innovative materials in the reconstruction of the I-225 and Parker Road interchange southeast of Denver in 2000. The design of the bridge deck included the development of high performance concrete (HPC) mixes, plus the use of partial depth, precast, prestressed concrete deck panels with fiber reinforced polymer (FRP) reinforcement.
KW  - Bridge decks
KW  - Bridge design
KW  - Colorado
KW  - Fiber reinforced polymers
KW  - High performance concrete
KW  - Innovative Bridge Research and Construction Program
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
UR  - https://trid.trb.org/view/870578
ER  - 

TY  - JOUR
AN  - 01111240
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Roller, John J
AU  - Bruce, Robert N
AU  - Russell, Henry G.
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Shear Tests of High-Strength Concrete Girders
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how in 1999, the Louisiana Department of Transportation and Development (LA DOTD) built its first high performance concrete bridge—Charenton Canal Bridge. Construction of the State's second high performance concrete bridge is scheduled to commence in the fall of 2002. The new bridge will incorporate 72-in. (1.83-m) deep bulb-tee girders with a specified concrete compressive strength of 10,000 psi (69 MPa) and 0.6- in. (15.2-mm) diameter prestressing strands. To provide assurance that these girders will perform satisfactorily, a research program was initiated to evaluate the structural performance under shear loading conditions. This research is sponsored by the Louisiana Transportation Research Center.
KW  - Bridges
KW  - Compressive strength
KW  - Concrete bridges
KW  - High performance concrete
KW  - High strength concrete
KW  - High strength materials
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Shear strength
UR  - https://trid.trb.org/view/870444
ER  - 

TY  - JOUR
AN  - 01111238
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Kerkhoff, Beatrix
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Benefits of Air Entrainment in HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the development of air-entrained concrete in the mid-1930s was one of the greatest advances in concrete technology. Air-entrained concrete contains small and stable air bubbles that are uniformly distributed throughout the cement paste. Air-entrained concrete is produced through the use of either air-entraining portland cement or air-entraining admixtures. Benefits of entrained air are apparent in both the fresh and hardened concrete. The most important benefit in concrete is the improved freeze-thaw resistance of hardened concrete that is exposed to freezing and to deicing chemicals while critically saturated. In fresh concrete, workability is improved and bleeding is reduced.
KW  - Air entrained concrete
KW  - Benefits
KW  - Bleeding
KW  - Freeze thaw durability
KW  - Fresh concrete
KW  - High performance concrete
KW  - Portland cement concrete
KW  - Workability
UR  - https://trid.trb.org/view/870453
ER  - 

TY  - JOUR
AN  - 01111237
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Dunker, Kenneth F
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC for I-235 Bridge Reconstruction in Iowa
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how a committee from the Iowa Department of Transportation (DOT) and the Iowa FHWA office began exploring the use of high performance concrete (HPC) for bridge projects in the reconstruction of I-235 in 1999. The initial expectations for HPC were reduced permeability, increased durability, strength when needed, and reduced cracking. To achieve these expectations, the committee evaluated concrete mix proportions, materials selection, timing and duration of curing, winter placement practices, and placement size and sequence. The committee also identified specific performance criteria for the substructure components; precast, prestressed concrete beams; deck; and barrier rails. In 2000, the Office of Materials began evaluating the standard Iowa DOT mix designs for cast-in-place concrete and precast, prestressed concrete. The standard mixes were improved by reducing the water-cementitious materials ratio, adding supplementary cementing materials, and improving aggregate gradation, while testing for strength, permeability, and cracking tendency.
KW  - Bridge decks
KW  - Bridges
KW  - Cast in place concrete
KW  - Durability
KW  - High performance concrete
KW  - Iowa
KW  - Long span bridges
KW  - Mix design
KW  - Permeability
KW  - Prestressed concrete
KW  - Water cement ratio
UR  - https://trid.trb.org/view/870501
ER  - 

TY  - JOUR
AN  - 01111233
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Holland, Terence C
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Benefits of Silica Fume in HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how many designers still look at silica fume as though it were a new material. Silica fume is not new any longer—it has been used in concrete since the 1950s in Norway and since the mid 1970s in the United States of America (USA). During its introduction in the USA, silica fume was heavily marketed for durability applications. This was, perhaps, the beginning of the era of high performance concrete (HPC). Today, the use of silica fume is specified by several state transportation agencies while others have yet to try the material. This article provides a brief summary of how this concrete ingredient is used and its contribution to HPC.
KW  - Benefits
KW  - Bridge design
KW  - Concrete structures
KW  - Durability
KW  - High performance concrete
KW  - Norway
KW  - Silica fume
KW  - United States
UR  - https://trid.trb.org/view/870381
ER  - 

TY  - JOUR
AN  - 01111232
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Fleischman, William R
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC on the Ohio Turnpike
PY  - 2005
IS  - Issues 1-38
SP  - 2p
AB  - This paper describes how, in conjunction with the Third Lane Widening program, the Ohio Turnpike Commission is reconstructing the twin, high-level bridges over the Cuyahoga River Valley in Summit County, near Akron, Ohio. The new 18-span structures are each 2,660 ft (811 m) long and approximately 175 ft (53 m) above the Cuyahoga River Valley. The Cuyahoga River Bridges are the longest and highest structures on the Ohio Turnpike’s 241-mile (388-km) long system. The project has a total construction cost of $52 million. The new eastbound structure, constructed on a new alignment, was completed and opened to traffic in October 2001. The old eastbound structure was subsequently demolished. The new westbound structure is currently under construction. All of the substructure units are in place and girder erection is almost complete. When the new westbound structure is complete, the old westbound structure will be demolished. An Ohio Department of Transportation (ODOT) Class C mix with a required compressive strength of 4000 psi (28 MPa) was selected for use on the substructure units.
KW  - Bridge substructures
KW  - Bridges
KW  - Concrete structures
KW  - High performance concrete
KW  - Long span bridges
KW  - Ohio
KW  - Ohio Turnpike
KW  - Reconstruction
UR  - https://trid.trb.org/view/870490
ER  - 

TY  - JOUR
AN  - 01111231
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Alsamman, Basem H
AU  - Darnall, Mark A
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC for the Sacramento River Bridge
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the California Department of Transportation (Caltrans) is currently building a new four-span high performance concrete (HPC) precast, prestressed, post-tensioned bridge to carry Interstate 5 across the Sacramento River in Northern California. This bridge with a length of 614 ft (187 m), uses spliced Caltrans bulbtee girders with a cast-in-place reinforced concrete deck. It is the first bridge of this type to be built in California. The bridge was designed subject to several stringent constraints that included (1) minimizing the foundation footprint of the bridge in the Sacramento River, (2) reducing substructure influence to the river flow and minimizing channel disruption during construction, and (3) only working within the waterway from May 1 to October 15 of each year with all falsework removed from the river by October 15. Due to these constraints, the minimum acceptable span length was 148 ft (45 m), and the maximum permissible structural depth was 78 in. (1.98 m) to provide the required freeboard. Therefore, Caltrans engineers opted for continuous high performance concrete (HPC) precast, prestressed, posttensioned, spliced bulb-tee girder.
KW  - Bridge decks
KW  - Bridge design
KW  - Bulbtee girders
KW  - Cast in place concrete
KW  - Cast in place structures
KW  - Girder bridges
KW  - High performance concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Sacramento (California)
KW  - Sacramento River
UR  - https://trid.trb.org/view/870504
ER  - 

TY  - JOUR
AN  - 01111229
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Obla, Karthik H
AU  - Halverson, Richard R
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Benefits of Fly Ash in HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how fly ash is a fine material that results from the combustion of pulverized coal in a coal-fired power plant and is captured by electrostatic precipitators. Fly ash in concrete is frequently viewed as just a way to reduce the concrete material costs. However, the use of fly ash can improve concrete properties in many ways.
KW  - Benefits
KW  - Coal
KW  - Concrete
KW  - Concrete structures
KW  - Fines (Materials)
KW  - Fly ash
KW  - High performance concrete
KW  - Pulverized fly ash
UR  - https://trid.trb.org/view/870442
ER  - 

TY  - JOUR
AN  - 01111226
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Wykle, Kenneth R
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Implementation
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - A number of State department of transportations (DOTs) are using high performance concrete HPC to build or rebuild bridges. HPC uses the same basic materials as conventional concrete but the proportions are engineered to meet the demands of each project. State highway agencies are finding that HPC is more durable and stronger than conventional concrete. This allows for faster bridge construction with less materials and labors. A cooperative agreement between Federal Highway Administration and National Concrete Bridge Council has been formed. The objectives of this agreement are: (1) Identify needs related to HPC practices and procedures in relation to bridge design and construction. (2) Develop a new and improved HPC practices and procedures related to concrete construction. (3) Implementation technology transfer, training and outreach activities on new and improved HPC practices and procedures; and develop partnership opportunities and joint efforts between Federal, State, and local governments, academia, and the private sector.
KW  - Admixtures
KW  - Bridge construction
KW  - Bridge design
KW  - Concrete
KW  - Concrete structures
KW  - High performance concrete
KW  - Implementation
KW  - Replacement (Bridges)
KW  - State departments of transportation
KW  - Technology transfer
UR  - https://trid.trb.org/view/869661
ER  - 

TY  - JOUR
AN  - 01111223
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Schell, Hannah C
AU  - Konecny, Jana
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Ontario’s HPC Performance Specification
PY  - 2005
IS  - Issues 1-38
SP  - 4p
AB  - This paper describes how the Ontario Ministry of Transportation’s (MTO) current specification for high performance concrete  (HPC) is intended to give contractors greater flexibility with respect to the selection of materials and mix design, while ensuring that the contractor bears the responsibility for the quality of the finished product and will be appropriately compensated for high or low quality concrete. Early work with HPC by the province took a prescriptive approach, to provide assurance that basic requirements could be met and to reduce contractor risk. As experience and confidence was gained, the ministry moved to an end-result based specification. Payment adjustment formulas for quality indicators included strength, permeability, and air-void parameters of the hardened concrete.
KW  - Air voids
KW  - Contractors
KW  - Hardened concrete
KW  - High performance concrete
KW  - Materials selection
KW  - Mix design
KW  - Ontario (Canada)
KW  - Permeability
UR  - https://trid.trb.org/view/870378
ER  - 

TY  - JOUR
AN  - 01111222
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Miller, Richard Alan
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - From Three Spans to One with HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how adjacent box girder bridges are frequently used in Ohio and other eastern states. These bridges have a favorable span-to-depth ratio—an important benefit when vertical clearance is a design consideration. Furthermore, with noncomposite sections the bridge can be constructed quickly because there is no need to form, cast, and cure a separate deck. With high performance concrete (HPC) adjacent box girders, savings can also be realized by using longer spans and eliminating piers. The Ohio HPC Showcase bridge is located on U.S. 22, near Cambridge, Ohio. The existing structure was a 70-ft (21.3-m) long steel stringer bridge over a river. The Ohio Department of Transportation (ODOT) decided to widen the channel at this point and to provide sloping sides, rather than the existing vertical sides. The original replacement structure was designed as a three-span bridge using 21-in. (535-mm) deep, simply-supported boxes.
KW  - Box girder bridges
KW  - Box girders
KW  - Bridge design
KW  - Bridges
KW  - Concrete bridges
KW  - Girder bridges
KW  - High performance concrete
KW  - Long span bridges
KW  - Ohio
UR  - https://trid.trb.org/view/869741
ER  - 

TY  - JOUR
AN  - 01111219
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Caldarone, Michael A
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Benefits of Chemical Admixtures in HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how chemical admixtures have been incorporated into concrete mix proportions for many years in order to attain performance properties. Most high performance concrete (HPC) mixes contain at least one type of chemical admixture. In girder construction, high compressive strength is the property frequently required. For concrete compressive strengths above 5000 psi (34 MPa), chemical admixtures are usually necessary to achieve a cost-effective mix. In bridge decks, low chloride permeability is required. Chemical admixtures are used to facilitate placing and finishing. AASHTO M 194 (ASTM C 494) classifies the most commonly used chemical admixtures as Types A through G, based on the admixture’s effect on lowering water demand or influencing setting time.
KW  - Admixtures
KW  - Bridge decks
KW  - Chemical properties
KW  - Compressive strength
KW  - Concrete curing
KW  - Cost effectiveness
KW  - Girder bridges
KW  - Girders
KW  - High performance concrete
UR  - https://trid.trb.org/view/870449
ER  - 

TY  - JOUR
AN  - 01111218
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Baroghel-Bouny, Véronique
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Performance Based Durability Specifications
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how worldwide efforts are being made to develop durability design approaches in order to ensure a longer life for reinforced concrete (RC) structures at the lowest cost. With the increasing use of complex concrete mixtures incorporating hydraulic and pozzolanic materials, a performance based approach seems particularly relevant for durability issues. Such an approach has been developed in France within the framework of an AFGC Working Group. It is based on key material properties called durability indicators (DI), on the specification of appropriate performance based criteria, and on the use of predictive models. The purpose of this approach is to design concrete mixtures capable of protecting RC structures against a given degradation, such as reinforcement corrosion or alkali-silica reactivity (ASR), for a target lifetime in given environmental conditions.
KW  - Admixtures
KW  - Alkali silica reactions
KW  - Degradation failures
KW  - Durability
KW  - Performance based specifications
KW  - Reinforced concrete
KW  - Reinforced concrete bridges
KW  - Service life
KW  - Specifications
UR  - https://trid.trb.org/view/870582
ER  - 

TY  - JOUR
AN  - 01111217
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Bemanian, Sohila
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC for Decks in Nevada
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how, as a result of the state's fast growth rate, the Nevada Department of Transportation (NDOT) is faced with the largest work program in its history. NDOT will spend $1 billion in the next several years constructing and reconstructing major freeways and urban arterial systems. These projects include major bridges such as the Galena Bridge in northern Nevada, which will be the second longest concrete arch structure in the United States.
KW  - Arch bridges
KW  - Arterial highways
KW  - Bridge decks
KW  - Bridge design
KW  - Bridges
KW  - High performance concrete
KW  - Nevada
KW  - Road construction
KW  - Types of bridges by design
UR  - https://trid.trb.org/view/870579
ER  - 

TY  - JOUR
AN  - 01111216
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Ozyildirim, H Celik
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Lightweight HPC on Route 106 Bridge in Virginia
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - High performance concrete (HPC) bridges in Virginia have shown initial cost savings mainly because of the reduced number of beams per span, use of smaller cross-sections, and the ability to span longer distances. More benefits can be realized by reducing the dead load of the structures. The improved durability of HPC is also expected to lead to more savings over the life of the structure. Thus, the use of lightweight HPC (LWHPC) for the beams and deck for a bridge on Route 106 over the Chickahominy River, east of Richmond, Virginia, was proposed for the FHWA Innovative Bridge Research and Construction Program. The bridge, constructed in 2001, has three spans of 85 ft (25.9 m) and a width of 43.3 ft (13.2 m). The 7.9-in. (200-mm) thick deck is continuous over the two intermediate piers. Each span has five AASHTO Type IV beams spaced at 10 ft (3.05 m) centers. Implementation of the LWHPC beams and deck was accomplished in three phases. In the first phase, a test program focused on fabricating and testing Type II and Type IV beams. In the second phase, the Type IV bridge beams were fabricated and erected. In the third phase, the concrete bridge deck was constructed. A portion of the deck over one of the piers contained synthetic fibers in the concrete for crack control. Condition surveys were performed after the placement of the deck and 2 years later.
KW  - Beams
KW  - Bridge decks
KW  - Condition surveys
KW  - High performance concrete
KW  - Lightweight concrete
KW  - Long span bridges
KW  - Piers (Supports)
KW  - Virginia
UR  - https://trid.trb.org/view/870535
ER  - 

TY  - JOUR
AN  - 01111213
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Eisenbeisz, Hadly G
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - South Dakota’s First HPC Bridge
PY  - 2005
IS  - Issues 1-38
AB  - This paper describes how the South Dakota Department of Transportation’s first use of high performance concrete (HPC) in an entire superstructure became a reality in the summer of 1999 with the construction of a railroad overpass structure on northbound I-29. This location was chosen mainly because high traffic counts and heavy use of deicing salts provided a true test of the strength and durability of HPC. Also, a twin bridge on the southbound lanes of I-29 was scheduled for construction in the summer of 2000, and would serve for comparison purposes and additional research. The first step in the bridge project was selection of the research team. South Dakota School of Mines and Technology did trial batches and testing to optimize mix designs for the girders and the deck.  South Dakota State University instrumented, monitored, and tested the girder and deck concrete during and after construction.
KW  - Bridge decks
KW  - Bridge design
KW  - Girder bridges
KW  - High performance concrete
KW  - Mix design
KW  - Overpasses
KW  - Railroad bridges
KW  - South Dakota
KW  - Superstructures
UR  - https://trid.trb.org/view/870379
ER  - 

TY  - JOUR
AN  - 01111210
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Detwiler, Rachel J
AU  - Bhie, Shri
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Guide Specification for Bridges
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how greater emphasis is being placed on constructing public infrastructure, in particular bridges that use the best available technology to ensure that the resulting structures return the greatest benefit to the public at the lowest life-cycle cost. High performance concrete (HPC) has the potential both to provide extended service life and to reduce the number or size of load-carrying members, thereby increasing the return on the taxpayer’s investment in the nation’s infrastructure. The specific meaning of “high performance” depends on the concrete properties under consideration, and may or may not include strength. The Federal Highway Administration has proposed a definition for high performance concrete that enumerates several distinct categories of performance criteria for strength and durability. Based on this, many states have developed their own provisions for use with HPC because no national standard is available. To aid state highway departments and other bridge owners in effectively using high performance concrete, the Portland Cement Association plans to release Guide Specification for High Performance Concrete for Bridges in mid 2004.
KW  - Benefits
KW  - Bridge design
KW  - Bridges
KW  - Durability
KW  - High performance concrete
KW  - Life cycle costing
KW  - Load carrying capacity
KW  - Performance based specifications
KW  - Service life
KW  - Specifications
UR  - https://trid.trb.org/view/870534
ER  - 

TY  - JOUR
AN  - 01111204
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Cook, Raymond D
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC on the I-15 Reconstruction Project
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the 17-mile (27-km) long, $1.59 billion I-15 Reconstruction Project in Salt Lake City, Utah, was the nation's largest design-build highway project awarded to a single contractor. The project included the design and construction of 142 bridges with 1783 prestressed concrete girders and more than 445,000 cu yd (340,000 cu m) of structural concrete. The project's scope and fast-track schedule, which involved complete design and construction within 4-1/2 years, required that the Utah Department of Transportation (UDOT) and Wasatch Constructors use a number of innovative engineering solutions including the following: (1) precast, prestressed concrete girders with high strength concrete; (2) spliced post-tensioned concrete girders; (3) cast-in-place (CIP) concrete bridge decks with 5 percent silica fume (SF) for all bridges; (4) precast, prestressed concrete deck form panels topped with CIP SF concrete; and (5) rirder spacings up to 20 ft (6 m) and transversely post-tensioned concrete decks to minimize the number of steel girders precast, prestressed.
KW  - Bridge construction
KW  - Bridge decks
KW  - Cast in place concrete
KW  - Concrete structures
KW  - Girder bridges
KW  - Girders
KW  - High performance concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Reconstruction
KW  - Road construction
UR  - https://trid.trb.org/view/870452
ER  - 

TY  - JOUR
AN  - 01111203
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Heald, Wes
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Expectations for HPC Bridges
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Texas Department o f Transportation (TxDOT) is promoting the use of high performance concrete (HPC) through research, construction, and technology transfer. The first two federally funded HPC bridge research projects, which resulted in the construction of the Louetta Road overpass in Houston and the San Angelo U.S. 67 bridge have increased the knowledge of how to use HPC. The authors have modified our statewide specifications to make use of higher strength HPC beams, and they are evaluating specification requirements for improved durability of conventional strength, cast-in-place HPC in current projects. With HPC, the authors anticipate being able to build bridges faster, thus, reducing traffic disruption.
KW  - Bridges
KW  - Cast in place concrete
KW  - Concrete bridges
KW  - Concrete construction
KW  - Durability
KW  - High performance concrete
KW  - High strength concrete
KW  - High strength materials
KW  - Houston (Texas)
KW  - Overpasses
UR  - https://trid.trb.org/view/869739
ER  - 

TY  - JOUR
AN  - 01111196
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Stanish, Kyle
AU  - Hooton, R Doug
AU  - Thomas, Michael D A
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - The Rapid Migration Test for HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper described how chloride-induced corrosion is a major cause of deterioration of reinforced concrete structures. The best method of minimizing the problem is by producing high quality concrete that is capable of resisting the ingress of chlorides. To ensure quality concrete, it is necessary to have a measure of the concrete's ability to resist chloride ingress that can be used as a standard test. The traditional test that has been used for this purpose is AASHTO T 277 (ASTM C 1202), commonly referred to as the Rapid Chloride Permeability Test (RCPT). This test, while providing a rapid indicator of concrete's resistance to fluid penetration, does have a few drawbacks, principally: (1) the current passed is related to all the ions in the pore solution, not just chloride ions; (2) the high voltage leads to temperature increases during the test, which affects the properties of the concrete; and (3) a relatively high variability. To overcome some of these drawbacks, the FHWA sponsored an investigation of various alternative test methods.
KW  - Chloride content
KW  - Chloride ingress
KW  - Concrete structures
KW  - High performance concrete
KW  - Quality control
KW  - Rapid chloride permeability test
KW  - Reinforced concrete
KW  - Reinforced concrete bridges
UR  - https://trid.trb.org/view/870585
ER  - 

TY  - JOUR
AN  - 01111195
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Hall, Gary
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - The Concrete Supplier’s Perspective
PY  - 2005
IS  - Issues 1-38
SP  - 2p
AB  - This paper describes how high strength concrete for high-rise buildings, post-tensioned parking structures, and overlays or special repair concrete for existing structures has been produced in Chicago for many years. Most major Chicago area structures are composed of ready-mixed concrete producers that have quality control programs and procedures for production of such concrete. The Wacker Drive Reconstruction Project with its special concrete requirements, however, needed a much greater level of commitment of high quality materials, personnel, and time.
KW  - Chicago (Illinois)
KW  - Concrete
KW  - Concrete construction
KW  - Concrete structures
KW  - High performance concrete
KW  - High strength concrete
KW  - Quality control
KW  - Suppliers
KW  - Wacker Drive (Chicago, Illinois)
UR  - https://trid.trb.org/view/870496
ER  - 

TY  - JOUR
AN  - 01111193
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Mary, Stephen
AU  - Miller, Richard A
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - County Bridges in Ohio
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how many bridges in the USA are designed and maintained by city and county engineers. These bridges must meet the same strength, serviceability, and durability requirements as state-owned bridges. County engineers, like their state counterparts, have found that high performance concrete (HPC) can be beneficial for both strength and durability. In Ohio, HPC has been used for state-owned bridges for almost a decade. In the early 1990s, Ohio Department of Transportation (ODOT) created an HPC specification for bridge deck concrete. In 1997, ODOT installed their first HPC precast, prestressed concrete bridge as part of the Federal Highway Administration Showcase program. This bridge superstructure consisted of adjacent box girders. Availability of 10,000 psi (69 MPa) compressive strength HPC enabled the span of the Ohio B42-48 section [42 in. deep by 48 in. wide (1.07 m by 1.22 m)] to be extended to 116 ft (35.4 m).
KW  - Bridge design
KW  - Bridge maintenance
KW  - Bridge superstructures
KW  - Bridges
KW  - High performance concrete
KW  - Ohio
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - State owned
UR  - https://trid.trb.org/view/870380
ER  - 

TY  - JOUR
AN  - 01111191
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Jaber, Tarif M
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Overlay for Green River Bridge, Utah
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how, it is widely believed that the use of advanced materials such as high performance concrete (HPC) is only feasible near large cities in many states. Many engineers, contractors, and the industry in general believe that the special training, workmanship, and supervision required are only available in populous areas. The Green River Bridge project illustrates that you can successfully place HPC in remote areas, provided that you are willing to handle the materials properly and use weather conditions, such as temperature, to your advantage. Performance results to date show that the choice and methods of application were a success. The Utah Department of Transportation (UDOT) will reap the benefits of HPC for years to come in an extended service life of the bridge and reduced lifecycle costs.
KW  - Benefits
KW  - Bridge design
KW  - Concrete overlays
KW  - High performance concrete
KW  - Life cycle costing
KW  - Service life
KW  - Temperature
KW  - Utah
KW  - Weather conditions
UR  - https://trid.trb.org/view/870588
ER  - 

TY  - JOUR
AN  - 01111190
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Rabbat, Basile G
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - A Strategic Plan for HPC Bridges
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how research performed on high performance concrete (HPC) has led to the construction of a number of HPC bridges in the United States over the last 15 years. In the late 1980s, the Strategic Highway Research Program identified HPC as one of seven key technologies to be considered for further development and implementation. In 1991, ISTEA provided funding through FHWA to assist states in building HPC bridges and to showcase the results. Under TEA-21, the Innovative Bridge Research and Construction Program (IBRC) was instituted to encourage innovation and improve the long-term performance of bridges through the use of HPC and other materials. Bridges are an integral part of our highway system. They are essential for the movement of people and goods and for our nation’s economic growth and prosperity. The most promising materials and construction methods must be selected to extend the life of bridges.
KW  - Bridge construction
KW  - Bridge design
KW  - Bridges
KW  - High performance concrete
KW  - Implementation
KW  - Innovative Bridge Research and Construction Program
KW  - Service life
KW  - Strategic planning
UR  - https://trid.trb.org/view/870388
ER  - 

TY  - JOUR
AN  - 01111187
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Whittemore, Mark D
AU  - Stamnas, Peter E
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Lessons Learned in New Hampshire
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how New Hampshire (NH) would have been considered an unlikely candidate to become involved in high performance concrete (HPC) ten years ago. NH’s subsequent success in the development and refinement of HPC and performance based specifications evolved through a series of three bridges. NH’s philosophy was to start simple and work towards more complex projects.
KW  - Bridge design
KW  - Bridges
KW  - High performance concrete
KW  - Lessons learned
KW  - New Hampshire
KW  - Performance based specifications
KW  - Specifications
UR  - https://trid.trb.org/view/870580
ER  - 

TY  - JOUR
AN  - 01111186
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Kaderbek, Stan L
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC for Wacker Drive Reconstruction
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how Chicago’s Wacker Drive is a two-mile (3.2- km) long, two level roadway that was originally built entirely of reinforced concrete, used by 60,000 vehicles a day, and bracketed the north and west sides of Chicago’s downtown “Loop.” The older east-west section was built in 1926 and the newer north-south section was built in the early to mid 1950s. In late 1998, as the Chicago Department of Transportation’s (CDOT) Bureau of Bridges and transit was beginning final design for the new Wacker Drive Viaduct, the specific characteristics of the materials to be used for the construction came under debate. The proposed replacement superstructure was designed to be a post-tensioned concrete slab resting on discrete concrete columns. There was also a strong consensus that a segmental type design might speed construction. Considering the cost of the replacement structure and the inconvenience that the reconstruction would cause, it was CDOT's desire to build a structure that would last for 100 years. The goal for the high performance concrete (HPC) was a minimum service life of 75 years.
KW  - Bridge decks
KW  - Chicago (Illinois)
KW  - Continuously reinforced concrete pavements
KW  - High performance concrete
KW  - High strength concrete
KW  - Reinforced concrete
KW  - Reinforced concrete bridges
KW  - Road construction
KW  - Service life
KW  - Viaducts
KW  - Wacker Drive (Chicago, Illinois)
UR  - https://trid.trb.org/view/870493
ER  - 

TY  - JOUR
AN  - 01111182
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Khaleghi, Bijan
AU  - Weigel, Jerry
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Bridge Decks in Washington State
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the need for a superior and durable concrete capable of resisting environmental distress resulted in the development of high performance concrete (HPC) for bridge decks. This paper focuses on the Washington State Department of Transportation (WSDOT) standard practice of using HPC for bridge decks.
KW  - Bridge decks
KW  - Bridge design
KW  - Concrete
KW  - Durability
KW  - Fly ash
KW  - High performance concrete
KW  - Washington (State)
UR  - https://trid.trb.org/view/870377
ER  - 

TY  - JOUR
AN  - 01111181
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Triandafilou, Louis N
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Structural Designers' Guide
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - The main objective of this paper is to provide a source of information to structural designers for the design and construction of highway bridges and related structures using HPC. The guide will be updated periodically to keep pace with the latest developments in HPC, particularly those of the American Association of State Highway and Transportation Officials and industry organizations such as the American Concrete Institute, the American Segmental Bridge Institute, the National Concrete Bridge Council, the Portland Cement Association, the Post-Tensioning Institute, and the Precast/Prestressed Concrete Institute.
KW  - Bridge design
KW  - Concrete bridges
KW  - High performance concrete
KW  - Highway bridges
KW  - Posttensioning
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Structural design
UR  - https://trid.trb.org/view/870586
ER  - 

TY  - JOUR
AN  - 01111175
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Conway, Fred
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Facilitates I-65 Bridge Replacement
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - A fully loaded fuel tanker, northbound on I-65 through Birmingham, AL, crashed into a bridge pier on January 5, 2002. The bridge did not collapse but the resulting fire that raged for several hours caused the steel bridge to sag. The accident occurred where the northbound and southbound lanes of I-65 cross over each other as part of a braided route-to-route interchange with I-59. The pier hit by the truck supported the southbound lanes of I-65 as they cross over the northbound lanes at a skew of 60 degrees. Since I-65 is the main north-south route through Alabama and carries an estimated 100,000 vehicles per day, a rapid replacement was needed. This paper will discuss repair and replacement of the bridge structure and the decision to use precast high performance concrete to reduce construction time.
KW  - Bridge piers
KW  - Bridge substructures
KW  - Crashes
KW  - Fires
KW  - High performance concrete
KW  - Rapid construction
KW  - Replacement (Bridges)
KW  - Steel bridges
UR  - https://trid.trb.org/view/870385
ER  - 

TY  - JOUR
AN  - 01111172
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Abrahams, Michael J
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC for Cooper River Bridges
PY  - 2005
IS  - Issues 1-38
SP  - 2p
AB  - This paper describes how the Cooper River Bridge project involves the replacement of the adjacent Grace Memorial and Pearman Bridges that cross the Cooper River between Charleston and Mount Pleasant, SC. The new crossing will have an overall length of approximately 3 miles (4.8 km). It includes interchanges on both sides of the river and a main span of 1546 ft (471 m) that will be the longest cablestayed span constructed in North America, when opened to traffic in 2005. The new crossing will provide eight lanes of traffic and a 12-ft (3.7-m) wide sidewalk, replacing the now inadequate five lanes on the existing Grace and Pearman Bridges. The design was challenging due to the need to develop a cost effective concept that accommodated the high seismicity of the Charleston area, exposure to hurricanes, and the potential for ship collision. Charleston is the second busiest port on the East Coast. The project design criteria called for a 100-year service life and required the design-build team to develop an appropriate solution. Although the design criteria indicated minimum concrete cover requirements, the type of reinforcing steel—coated or uncoated—and the type of concrete and mixture proportions were left to the design-build team. The decision to allow the team to develop their own solution for the project's corrosion protection system provided a good opportunity for the engineers, material suppliers, and contractors to work together in determining a cost-effective solution for the 100-year service life—a unique advantage of the design-build process.
KW  - Admixtures
KW  - Bridge design
KW  - Cable stayed bridges
KW  - Cooper River Bridge (South Carolina)
KW  - Design build
KW  - High performance concrete
KW  - Hurricanes
KW  - Long span bridges
KW  - Reinforcing steel
KW  - Seismicity
KW  - Service life
KW  - Water transportation crashes
UR  - https://trid.trb.org/view/870502
ER  - 

TY  - JOUR
AN  - 01111170
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Royce, Mathew
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - New York State—Full-Scale Implementation of HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the New York State Department of Transportation (NYSDOT) implemented the use of high performance concrete (HPC) for bridge beams with the completion of three bridges in 2001. An additional 19 bridges are now in various stages of design or construction. More than half these bridges will be completed by the end of 2002; the remainder will be completed in 2003. Based on the experience with concrete Class HP for bridge decks* and with HPC for precast, prestressed concrete beams, NYSDOT is convinced that the use of HPC in bridge beams is good value based on life-cycle costs. NYSDOT is starting with a few HPC bridges with the plan of using HPC for all prestressed concrete bridge beams within a few years. NYSDOT developed the specification for HPC in bridge beams, in consultation with the Precast Concrete Association of New York. Their main concern was the potential for rejection of beams due to test results slightly outside the specified range. The specification reduced this problem without impacting the quality and performance of the final product by allowing precasters to develop mix designs and to demonstrate in preproduction testing that the required performance criteria are met.
KW  - Beams
KW  - Bridge decks
KW  - Bridge design
KW  - Cast in place concrete
KW  - Concrete bridges
KW  - Full scale
KW  - High performance concrete
KW  - Implementation
KW  - New York (State)
UR  - https://trid.trb.org/view/870450
ER  - 

TY  - JOUR
AN  - 01111168
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Pappas, James T
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Delaware's HPC Bridges
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Delaware Department of Transportation (DelDOT) first discussed the use of high performance concrete (HPC) with the Federal Highway Administration early in 1996. Based on these discussions, DelDOT initiated trial projects with HPC specifications. Although these were formal HPC specifications, DelDOT had been utilizing ground granulated blast-furnace slag (GGBFS) and other pozzolans in concrete since the late 1980s to take advantage of the improved workability, protection against alkali-silica reactivity, and lower permeability. The first contract incorporating the HPC specifications was for ramp widening at U.S. 202 to I-95 southbound in Wilmington. This structure was bid and constructed in late 1996. To date, DelDOT has constructed five projects with the HPC specifications and two more projects are in the design phase. Constructed bridges include three bridges in Frederica, one bridge in Little Creek, and one bridge in New Castle County. Bridges being designed include one in Milton and Churchman's Road bridge over I-95 in Wilmington.
KW  - Alkali silica reactions
KW  - Blast furnaces
KW  - Bridges
KW  - Concrete bridges
KW  - Delaware
KW  - Granulated slag
KW  - High performance concrete
KW  - Permeability
KW  - Pozzolan
KW  - Slag
UR  - https://trid.trb.org/view/870447
ER  - 

TY  - JOUR
AN  - 01111166
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Ozyildirim, H Celik
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Specifying Durable Bridge Decks
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how concrete has performed well in bridge decks over the years. However, with increasing use of deicing salts and changes in concrete constituent materials, many decks are exhibiting distress that requires costly repairs. The distress may be the result of corrosion of reinforcement, freeze-thaw deterioration, alkali-aggregate reactivity, or sulfate attack. In each case, water and solutions penetrating into the concrete initiate the deterioration. Therefore, when exposed to these environments, concretes must have a high resistance to the penetration of water and harmful solutions if the concrete is to achieve longevity. This can be achieved with a low permeability concrete. In addition, for resistance to damage from freezing and thawing, a proper air-void system is needed.
KW  - Air voids
KW  - Alkali aggregate reactions
KW  - Bridge design
KW  - Concrete
KW  - Concrete bridges
KW  - Concrete structures
KW  - Deicing chemicals
KW  - Deterioration
KW  - Freeze thaw durability
KW  - Replacement (Bridges)
KW  - Structural deterioration and defects
KW  - Sulfates
UR  - https://trid.trb.org/view/869738
ER  - 

TY  - JOUR
AN  - 01111162
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Specification Changes for HPC—Compressive Strength
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - The current AASHTO Standard Specification for concrete made by volumetric batching and continuous mixing (M 241) contains a table that lists the overdesign criteria for concrete compressive strengths. The table was developed before today's high-strength concretes existed. The ACI Building Code Requirements for Structural Concrete (ACI 318-02) and commentary (ACI 318R-02) has recently revised its equivalent requirements to limit the previous values to concrete compressive strengths less than or equal to 5000 psi (34 MPa).
KW  - Admixtures
KW  - Compressive strength
KW  - Concrete mixing
KW  - Concrete structures
KW  - High performance concrete
KW  - Specifications
KW  - Tables (Data)
UR  - https://trid.trb.org/view/870500
ER  - 

TY  - JOUR
AN  - 01111155
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Bexten, Karen A
AU  - Hennessey, Shane
AU  - LeBlanc, Bill
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - The Bow River Bridge – A Precast Record
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - The 774-ft (236-m) long twin structures of the Bow River Bridge, which is currently under construction in Calgary, Canada is using high performance concrete for its precast, prestressed concrete girders. Each structure consists of two 174-ft (53-m) and two 213-ft (65-m) long spans. The precast concrete alternative provided a cost savings of about 10 percent (CAN $9.6 million versus CAN$10.5 million) compared to the steel plate girder option. This bridge marks the first time a one-piece 211-ft (64.25-m) long girder weighing 268,000 lb (122 Mg) has spanned the entire distance between permanent pier supports without recourse to segmental I-girders, intermediate splice joints, and temporary falsework towers. Another source of economy is the relatively wide girder spacing of 11.65 ft (3.55 m). This spacing resulted in fewer girder lines despite the relatively long spans and the uncommonly heavy design live load mandated in Alberta. The heavy equipment hauling demands of the oil refinery industry result in a maximum live load moment that is 1.5 to 2 times that produced by AASHTO HS20 loading.
KW  - Calgary (Canada)
KW  - Girder bridges
KW  - High performance concrete
KW  - Live loads
KW  - Long span bridges
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Service life
KW  - Steel plates
UR  - https://trid.trb.org/view/870448
ER  - 

TY  - JOUR
AN  - 01111153
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Schmidt, Timothy P
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - The Owner’s Representative’s Perspective
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Chicago Department of Transportation (CDOT) retained Alfred Benesch & Company to provide construction management services for the Wacker Drive Viaduct Reconstruction Project. Their duty was to oversee the work of the contractors and the resident engineering (RE) consultants retained by CDOT on each of the three contracts used for the project. The RE consultants performed the quality assurance activities. For the high performance concrete (HPC), the general contractor and their concrete supplier performed the specified quality control activities. The HPC used on the project possessed many good properties. The maximum slump of 8 in. (200 mm) after the addition of a high-range water-reducer (HRWR) produced a very workable mix that was easily pumped. A high degree of workability was essential for good consolidation of the concrete in areas of the bridge deck with highly congested reinforcing steel, posttensioning ducts, and post-tensioning anchors. The concrete had little segregation during pumping. We achieved the minimum compressive strengths of 4200 psi (29 MPa) for post-tensioning at about 3 days and 6000 psi (41 MPa) at 28 days with few problems.
KW  - Bridge decks
KW  - Bridge design
KW  - Bridge piers
KW  - Cast in place concrete
KW  - Cast in place structures
KW  - Chicago (Illinois)
KW  - Construction management
KW  - Girder bridges
KW  - Girders
KW  - High performance concrete
KW  - Reconstruction
KW  - Wacker Drive (Chicago, Illinois)
UR  - https://trid.trb.org/view/870494
ER  - 

TY  - JOUR
AN  - 01111149
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Specification Changes for HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - Four previous issues of this publication have contained descriptions of changes needed in the AASHTO Specifications in order to facilitate the implementation of high performance concrete (HPC). The proposed revisions are based on work performed as part of a pooled-fund project administered by the FHWA. At its June 2003 Annual Meeting, the AASHTO Subcommittee on bridges and Structures approved a number of revisions to the LRFD Bridge Design Specifications and the LRFD Bridge Construction Specifications to facilitate the implementation of high performance concrete. Although some of the changes were initiated because of the use of high strength concrete, the changes will apply to all high performance concrete.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge design
KW  - Bridges
KW  - High performance concrete
KW  - Implementation
KW  - Revisions
KW  - Specifications
UR  - https://trid.trb.org/view/870503
ER  - 

TY  - JOUR
AN  - 01111148
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Russell, Henry G.
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Compilation of Results from HPC Bridges
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the information from the showcase bridges is being collected by the FHWA and compiled onto a compact disc (CD) for easy retrieval and viewing. An interim version of the CD will soon be issued by the FHWA. On the CD, the information is presented in two formats. The first format consists of the individual compilation for each bridge and includes a description of the bridge and information about the benefits of HPC,  costs, structural design features, specified properties for HPC,  approved concrete mix proportions, concrete material properties, research data measured during and after construction, sources of data, related research, and special provisions for HPC. The second format consists of ten tables that contain a summary of the primary information from the individual bridge compilations. The tables may be used to compare data from different states and different bridges. The CD also contains a search option that allows information on a specific topic to be quickly located.
KW  - Bridges
KW  - CD-ROM
KW  - Education and training
KW  - High performance concrete
KW  - Information systems
KW  - Information technology
KW  - Training programs
UR  - https://trid.trb.org/view/870392
ER  - 

TY  - JOUR
AN  - 01111146
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Pruski, Kevin R
AU  - Medlock, Ronald D
AU  - Ralls, Mary Lou
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Prefabrication Minimizes Traffic Disruptions
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the goal of the AASHTO Technology Implementation Group (TIG) is to facilitate rapid acceptance and implementation of high-payoff and innovative technologies. In 2001, the TIG selected prefabricated bridge elements and systems as one area for implementation. Prefabrication provides more control over the construction environment, minimizes work-zone risks, and reduces inconvenience to the public. It also alleviates time pressures during construction by removing concrete strength gain from a project's critical path. Combining prefabrication and high performance concrete (HPC) improves concrete quality as a result of the controlled environment in which the components are constructed. The improved concrete matrix provides a more durable concrete.
KW  - Bridge construction
KW  - Bridge members
KW  - Durability
KW  - Prefabricated bridges
KW  - Prefabricated structures
KW  - Technological innovations
KW  - Traffic disruption
KW  - Work zone traffic control
KW  - Work zones
UR  - https://trid.trb.org/view/870443
ER  - 

TY  - JOUR
AN  - 01111145
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Peterson, Sherman
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Comes to New Mexico
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - The effects of New Mexico’s initial experience with HPC at Rio Puerco Bridge have been significant and lasting. HPC has since been used on the I-40/I-25 interchange in Albuquerque and more HPC projects are planned. In addition, the success of the HPC precast, prestressed concrete beams has resulted in an increased confidence level with prestressed concrete construction in general, and conventional designs are now produced with design concrete strengths of 7000 psi (48 MPa) compared to 6000 psi (41 MPa) used previously. The material costs for HPC were 20 percent higher than conventional concrete on the Rio Puerco Bridge resulting in an overall increase of about 10 percent in the bridge cost. However, it is anticipated that, as more HPC projects are built, material costs will decrease to those of conventional concrete. In addition, the enhanced workability that can be achieved with HPC has been demonstrated to result in lower labor costs. In short, high performance concrete has proven to be a viable and effective alternative for bridge construction in New Mexico.
KW  - Bridge construction
KW  - Bridge design
KW  - High performance concrete
KW  - New Mexico
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Workability
UR  - https://trid.trb.org/view/870386
ER  - 

TY  - JOUR
AN  - 01111138
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Khayat, Kamal H
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Self-Consolidating Concrete—A New Class of HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how self-consolidating concrete (SCC) is a new class of high performance concrete based primarily on the properties of the concrete during placement. When properly proportioned and controlled, SCC can flow significant distances and consolidate to normal density without the application of compactive effort. The concrete maintains sufficient resistance to segregation to remain homogeneous during and after placement. The use of SCC can accelerate the filling of formwork, especially when casting densely reinforced elements and sections with restricted access. It reduces labor demand and noise on construction sites and in precasting yards. SCC can result in high-quality, smooth surfaces that are free of honeycombing and signs of bleeding.
KW  - Bleeding
KW  - Bridge members
KW  - Cement replacement
KW  - Compaction
KW  - Concrete
KW  - High performance concrete
KW  - Honeycomb structures
KW  - Self compacting concrete
UR  - https://trid.trb.org/view/870394
ER  - 

TY  - JOUR
AN  - 01111137
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Specification Changes for HPC—Curing Concrete Bridge Decks
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This will address specification changes that are needed to facilitate the implementation of high performance concrete (HPC).
KW  - Bridge decks
KW  - Concrete curing
KW  - High performance concrete
KW  - Implementation
KW  - Specifications
UR  - https://trid.trb.org/view/870387
ER  - 

TY  - JOUR
AN  - 01111132
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Napier, Claude S
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - The Evolution of HPC in Virginia
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the state of Virginia has used a systematic approach to improve its existing and new concrete bridge structures. The key to success has been close cooperation between the bridge, materials, and construction engineers and the researchers, managers, and Federal Highway Administration (FHWA) staff using the best available technology to solve problems and to implement new technologies. The operations personnel of the Virginia Department of Transportation (VDOT) have worked closely with the Virginia Transportation Research Council's (VTRC) concrete and bridge research advisory committees and industrial partners. High performance concrete has been evolving in Virginia over the last fifteen years through extensive laboratory research and field testing with numerous pilot projects to ensure that the performance is acceptable before full-scale implementation. Since 1989, Virginia has made significant changes to its concrete specifications and procedures for high performance concretes including concretes with low permeability, high durability and, when needed, higher early and later-age compressive strengths. The following sections highlight some of the changes that have been made.
KW  - Bridge design
KW  - Concrete bridges
KW  - Concrete structures
KW  - Evolution
KW  - High performance concrete
KW  - Implementation
KW  - Performance based specifications
KW  - Specifications
KW  - Virginia
UR  - https://trid.trb.org/view/870584
ER  - 

TY  - JOUR
AN  - 01111129
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Seguirant, Stephen J
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Pretensioned Girders for the Methow River Bridge
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Methow River Bridge, which is currently under construction in Okanogan County, Washington, is a replacement bridge for a seven-span, cast-in-place concrete T-beam bridge that has become functionally obsolete. The new bridge consists of two 180.5-ft (55.0-m) long spans using precast, pretensioned, 176.5-ft (53.8-m) long Washington State Department of Transportation (WSDOT) W83G girders at 6.1-ft (1.85-m) centers. The girders are 82.7 in. (2.10 m) deep and weigh 1.11 kips/ft (16.2 kN/m). The cast-in-place deck is 7.9 in. (200 mm) thick. Each span consists of seven girders for a roadway width of 43.3 ft (13.20 m). The bridge is being constructed in two stages. Stage 1, with three girders, is complete and open to traffic. The existing bridge has been demolished and Stage 2 construction is proceeding. The new bridge was subjected to many environmental restrictions, including a 10-month closure on construction in the river for fish protection. The original design used a three-span bridge with WSDOT W74G, 73.5-in. (1.87-m) deep girders. However, this concept placed one of the piers in the middle of the main river channel, which is heavily used for recreation in the summer months. The conversion of the original concept to a two-span structure removed the pier from this channel, reduced the amount of work required in the river, and placed the pier in a location that is dry for much of the year.
KW  - Bridge piers
KW  - Bridges
KW  - Cast in place concrete
KW  - Cast in place structures
KW  - Girder bridges
KW  - Girders
KW  - High performance concrete
KW  - I beams
KW  - Long span bridges
KW  - Piers (Supports)
KW  - Precast concrete
KW  - Washington (State)
UR  - https://trid.trb.org/view/870491
ER  - 

TY  - JOUR
AN  - 01111128
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Gaidis, James M
AU  - Rosenberg, Arnold M
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Benefits of Corrosion Inhibitors in HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - Although corrosion inhibitors are considered to be relatively new materials, some inhibitors have been successfully used for over 20 years. This article briefly explains corrosion mechanisms and how corrosion inhibitors are used to extend the life of concrete bridges.
KW  - Benefits
KW  - Bridges
KW  - Concrete bridges
KW  - Corrosion protection
KW  - Corrosion resistance
KW  - Corrosion resistant materials
KW  - High performance concrete
KW  - Service life
UR  - https://trid.trb.org/view/870445
ER  - 

TY  - JOUR
AN  - 01111125
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Finnerty, Paul
AU  - Stewart, Vicki
AU  - Meyers, Rodney
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Maryland SHA’s First HPC Structure
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - Mr. Samuel Miller Jr., Deputy Chief Engineer of the Maryland State Highway’s Office of Materials and Technology authorized the formation of a high performance concrete (HPC) committee in September of 1996. The committee membership represented the State Highway’s Bridge and Materials Offices, the Federal Highway Administration, and members of the Maryland Ready Mixed Concrete Association. The committee’s objective was to develop a specification for high performance portland cement concrete to achieve a 75-year service life in Maryland State Highway Administration (MDSHA) bridge decks.
KW  - Bridge decks
KW  - Bridge design
KW  - Concrete structures
KW  - High performance concrete
KW  - Maryland
KW  - Portland cement concrete
KW  - Service life
UR  - https://trid.trb.org/view/870393
ER  - 

TY  - JOUR
AN  - 01111122
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Waszczuk, Christopher M
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Crack Free HPC Bridge Deck—New Hampshire’s Experience
PY  - 2005
IS  - Issues 1-38
SP  - 3p
AB  - This paper describes how trial batching and the trial pour played an integral role in optimizing the development and placement of the high performance concrete (HPC) deck. Modifications were made throughout the pre-pour process to refine the mix proportions and eliminate any foreseeable problems. The concrete was placed using standard deck construction techniques and equipment. Over-finishing and bullfloating the surface were strongly discouraged. Proper curing practices were implemented immediately and were considered vital to ensure a good end result. The concrete surface was immediately covered with cotton mats and wet cured for a period of four days. The final product exceeded expectations. No visible cracks in the deck were found during several post construction reviews conducted by research, construction, and design personnel. UNH conducted an extensive “wet study” of the deck surface and concluded only microscopic longitudinal flexural cracks existed in some areas over the girder lines. No shrinkage cracks or transverse cracks were evident. The 28-day concrete strength exceeded the specification requirement. The freeze-thaw durability, chloride ion permeability, and scaling tests also produced excellent results. Based on preliminary evaluations, the concrete deck will be highly resistant to chloride intrusion and freeze-thaw deterioration and should provide superior long-term service with minimal maintenance.
KW  - Bridge decks
KW  - Bridges
KW  - Concrete bridges
KW  - Concrete curing
KW  - Cracking
KW  - High performance concrete
KW  - Mix design
KW  - New Hampshire
KW  - Pouring
UR  - https://trid.trb.org/view/869740
ER  - 

TY  - JOUR
AN  - 01111115
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Holm, Thomas A
AU  - Ries, John P
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Benefits of Lightweight HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how there are many advantages to the use of lightweight aggregate in high performance concrete (HPC). This paper highlights the primary design and construction-related benefits.
KW  - Aggregates
KW  - Benefits
KW  - Bridge decks
KW  - Bridge design
KW  - High performance concrete
KW  - Lightweight concrete
UR  - https://trid.trb.org/view/870391
ER  - 

TY  - JOUR
AN  - 01111113
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Wild, Jim
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC in Vermont
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how Vermont's awareness of high performance concrete (HPC) began in 1997 at an HPC Bridge Showcase meeting held in New Hampshire. After the meeting, Vermont's Agency of Transportation (VTrans) began plans to incorporate higher performing concrete into its bridges. A bridge that had already been bid was selected for a trial in 1997. The lessons learned were then incorporated into our first specifically bid HPC project that was built in the 1999-2000 construction season. High performance concrete is still relatively new to VTrans, so long-term data on field performance is not yet available. If HPC performs as well as the laboratory testing indicates, VTrans will have longer lasting bridges with less maintenance for future generations.
KW  - Bridge decks
KW  - Bridge design
KW  - Bridges
KW  - Field tests
KW  - High performance concrete
KW  - Laboratory tests
KW  - Lessons learned
KW  - Vermont
UR  - https://trid.trb.org/view/870583
ER  - 

TY  - JOUR
AN  - 01111112
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Chase, Steven B
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - The Bridge of the Future
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper will discuss the significant progress that has been made over the last decade in researching, developing, and deploying high performance concrete (HPC). This progress has been aided by the Federal Highway Administration’s (FHWA’s) promotion and demonstration of HPC in projects across the country. However, there is a need to reduce the number of substandard bridges and to anticipate future demands of the highway system. The vision is to get out in front of the bridge deterioration curve and stay there. The objective of this research initiative is to develop innovative bridge systems to meet the following performance objectives: (1) 100-year service life with minimal maintenance; (2) A fraction of the current construction time; (3) Easily widened or adaptable to new demands; (4) Life-cycle costs, inclusive of user costs, at a fraction of current bridges; (5) Immunity to flooding, earthquakes, fire, wind, fracture, corrosion, overloads, and vessel collision; (6) Entire bridge from foundations to parapet designed and constructed as a system; (7) • Lateral clearance greatly increased with longer spans; (8) Vertical clearance increased with shallower structures; (9) Constructibility to be as important as durability; and (10) Design for easy inspection and maintenance. It is recognized that these objectives will stretch creative and technological capabilities the paper plans to build upon a decade of research in high performance materials and to pursue the development of structural systems that will meet these performance objectives.
KW  - Bridge design
KW  - Bridge inspection
KW  - Bridge maintenance
KW  - Bridges
KW  - Constructability
KW  - High performance concrete
KW  - Life cycle costing
KW  - Long span bridges
KW  - Service life
UR  - https://trid.trb.org/view/870384
ER  - 

TY  - JOUR
AN  - 01111109
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Taylor, Peter C
AU  - Bhide, Shri
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Guide Specification for HPC Bridge Elements
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how, in order to assist specifiers in selecting important criteria for HPC in bridges, the Portland Cement Association, in conjunction with the concrete industry, has developed a Guide Specification for High Performance Concrete for Bridge Elements. This document provides mandatory language that the specifier can cut and paste into project specifications. It also includes guidance on the characteristics to be specified in a given case and the performance limits needed to ensure satisfactory performance for a given element or environment. In cases where two performance criteria are in conflict, the commentary advises the user how to balance these conflicting requirements. Using the guide, specifiers should be able to select all criteria necessary for their structures, and then, using the commentary apply appropriate performance limits for each element. Specifiers are often tempted to select the highest grade for every parameter with the intention of achieving "high performance concrete." This practice is undesirable and, in some cases, produces mutually incompatible requirements and can lead to unnecessarily excessive costs. For instance, low permeability is normally achieved by using a high cementitious materials content and low water-cementitious materials ratio. This, however, will increase the modulus of elasticity and heat of hydration and thus increase the risk of thermally induced cracking. It is, therefore, not advisable to specify extremely low permeability for concrete in a massive element that is not exposed to an aggressive environment.
KW  - Bridge members
KW  - Bridges
KW  - Concrete bridges
KW  - Concrete structures
KW  - High performance concrete
KW  - Posttensioning
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Specifications
UR  - https://trid.trb.org/view/870587
ER  - 

TY  - JOUR
AN  - 01111106
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Whittemore, Mark D
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Repeat Success in New Hampshire
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the success of New Hampshire’s first high performance concrete (HPC) bridge—Route 104 in Bristol—made the decision to proceed with the next HPC bridge an easy choice. Actually, during New Hampshire’s early involvement in HPC, it was planned to make the second project serve as an experimental control to the Route 104 HPC bridge. However, soon after completion of the Route 104 bridge, the New Hampshire Department of Transportation (NHDOT) determined it would be better to look forward, rather than revert back to the conventional deck and girder concrete construction. The goal, therefore, was to build on the results of the Route 104 bridge, making adjustments where problems had occurred, and solidifying where successes had been achieved. The second HPC bridge, also located in Bristol, carries NH Route 3A over the Newfound River and is about one mile from the Route 104 bridge. The new bridge is a 60-ft (18.3-m) long simple span structure that is 30 ft (9.1 m) from curb to curb with one 5-ft (1.52-m) wide sidewalk. The superstructure consists of 3-1/2-in. (90-mm) thick precast concrete deck panels with a 5-1/2-in. (140-mm) thick cast-in-place (CIP) concrete deck, and four precast, prestressed concrete New England bulb-tee (NEBT) 1000 HPC girders.
KW  - Bridge design
KW  - Bridge superstructures
KW  - Bridges
KW  - Girder bridges
KW  - High performance concrete
KW  - Long span bridges
KW  - New Hampshire
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
UR  - https://trid.trb.org/view/870390
ER  - 

TY  - JOUR
AN  - 01111105
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Liles, Paul V
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC in Georgia
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how, while attending a national conference on high performance concrete (HPC) in Houston, Texas, in 1996, the Georgia Department of Transportation (GDOT) determined that this new material would have significant applications in Georgia to provide longer spans for prestressed concrete beams for highway bridges. An added benefit would be the use of more efficient beam spacings and the possible use of shallower beams for a given span length. With this in mind, a research program was initiated at the Georgia Institute of Technology in 1997. This research project studied HPC mix designs using Georgia’s granite and granite gneiss crushed stone aggregates and determined that HPC mix designs could be developed using local aggregates. Strengths in the 10,000 to 14,000 psi (70 to 100 MPa) range were easily obtained. In addition, these mixes could be produced without difficulty by local precasting plants. Representative samples of prestressed concrete beams were built and tested. Results showed that the current AASHTO specifications conservatively predicted the transfer and development lengths of 0.6-in. (15.2-mm) diameter prestressing strands.
KW  - Beams
KW  - Georgia
KW  - Granite
KW  - High performance concrete
KW  - Highway bridges
KW  - Long span bridges
KW  - Mix design
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
UR  - https://trid.trb.org/view/870497
ER  - 

TY  - JOUR
AN  - 01110978
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Schultz, Harold
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Ohio HPC Bridge Decks with Warranty
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how, as a result of premature failure of some asphalt concrete on a major interstate highway around Columbus, OH, the state legislature required the Ohio Department of Transportation (ODOT) to produce warranty specifications for various items of work. In October 1999, a specification was produced requiring contractors to warrant new bridge decks constructed with high performance concrete (HPC).
KW  - Asphalt concrete
KW  - Asphalt concrete pavements
KW  - Bridge decks
KW  - Contractors
KW  - Failure
KW  - High performance concrete
KW  - Ohio
KW  - Specifications
KW  - Warranty
UR  - https://trid.trb.org/view/870484
ER  - 

TY  - JOUR
AN  - 01110976
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Rodriguez, Sergio
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Concrete Specification Requirements for Alabama's HPC Bridge
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper will discuss the Alabama Department of Transportation's first high performance concrete (HPC) bridge and the parameters that have been set for the mix design of HPC in bridge projects.
KW  - Admixtures
KW  - Alabama
KW  - Bridge design
KW  - Concrete
KW  - Concrete structures
KW  - High performance concrete
KW  - Mix design
KW  - Specifications
UR  - https://trid.trb.org/view/870253
ER  - 

TY  - JOUR
AN  - 01110974
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Drda, Thomas S
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Great Bend Bridge over the Susquehanna River
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Pennsylvania Department of Transportation (PENNDOT) has been involved with high performance concrete (HPC) for several years. A performance based specification has been developed and several bridge decks have been constructed. Contractors, material suppliers, producers, and Penn State University have all been active participants in the development of a performance based specification. This approach developed strong support in our contracting community. The Great Bend Bridge on Route 11 over the Susquehanna River is one example of a successful application. The Great Bend Bridge is a 537-ft (164-m) long, prestressed concrete I-beam bridge with two spans of 129.3 ft (39.3 m) and two of 139.4 ft (42.5 m). Each span consists of five AASHTO Type V beams spaced at 11.2 ft (3.40 m) with an 8-1/4 in. (210-mm) thick HPC deck. The superstructure was made continuous for live load by the placement of continuity diaphragms at the supports. The typical bridge width is 53 ft (16.2 m) with two travel lanes, two shoulders, and a raised sidewalk.
KW  - Bridge decks
KW  - Bridge superstructures
KW  - Bridges
KW  - Diaphragm walls
KW  - High performance concrete
KW  - Pennsylvania
KW  - Performance based specifications
KW  - Susquehanna River
UR  - https://trid.trb.org/view/870532
ER  - 

TY  - JOUR
AN  - 01110969
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Gross, Shawn P
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Camber of High Strength Concrete Bridge Girders
PY  - 2005
IS  - Issues 1-38
SP  - 2p
AB  - This paper describes how camber is an important serviceability consideration for the design of precast, prestressed concrete bridge girders. In simple terms, net camber is the difference between an upward component due to prestress and several downward components caused by loads. Both material properties and structural parameters influence girder camber. Consequently, camber behavior of high strength concrete (HSC) girders can be significantly different than for conventional strength concrete girders. The higher modulus of elasticity and lower specific creep of HSC tend to reduce the elastic and time-dependent components of upward camber or downward deflection. Prestress losses are also affected by differences in these material properties. In general, losses are lower per unit prestress, which results in slightly greater camber for HSC girders.
KW  - Curvature
KW  - Elastic analysis
KW  - Girder bridges
KW  - Girders
KW  - High strength concrete
KW  - Prestress losses
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Time dependence
UR  - https://trid.trb.org/view/870248
ER  - 

TY  - JOUR
AN  - 01110968
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Ralls, Mary Lou
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Louetta Road Overpass—Lessons Learned
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Louetta Road Overpass near Houston, Texas, is one of the first projects in the Federal Highway Administration (FHWA) national high performance concrete (HPC) bridge implementation program. The overpass, which consists of two parallel bridges, utilizes precast, prestressed and cast-in-place HPC in both the superstructure and substructure. This paper describes this overpass and discusses how the use of high strength concrete allows for longer span bridges.
KW  - Bridges
KW  - High performance concrete
KW  - High strength concrete
KW  - Houston (Texas)
KW  - Long span bridges
KW  - Overpasses
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
UR  - https://trid.trb.org/view/869716
ER  - 

TY  - JOUR
AN  - 01110967
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Vanikar, Suneel N
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Implementation of a Strategic Plan for HPC Bridges
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the high performance concrete (HPC) Lead States Team published a Transition Plan that listed several goals in 2000. One of the main goals was to “develop a long-term strategic plan for HPC bridges in partnership with government, industry, and academia.” Under the leadership of the National Concrete Bridge Council (NCBC), a focus group of federal and state bridge engineers, professors, and industry representatives met to identify critical issues in the design and construction of long life bridges to help solve the deficient bridge problem in the United States. Discussions at the focus group meeting provided the foundation for a strategic plan prepared by NCBC. The strategic plan focuses on the public’s expectations for the present and future.
KW  - Bridge engineering
KW  - Bridges
KW  - Concrete bridges
KW  - High performance concrete
KW  - Implementation
KW  - Service life
KW  - Strategic planning
UR  - https://trid.trb.org/view/870438
ER  - 

TY  - JOUR
AN  - 01110966
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Bontius, Ken
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Large-Scale Use of HPC for Bridges at Toronto Airport
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how, as part of the redevelopment of Toronto’s International Airport, Canada, a multi-level road system providing access to three levels of a new terminal building was required. The elevated road structure was arranged as a double-deck bridge with the upper decks partially staggered from the lower deck and forming part of the roof system for the terminal space below. Over 40,000 cu yd (30,000 cu m) of high performance concrete (HPC) was specified for these cast-in-place post-tensioned concrete bridges to address the owner’s request for a 50-year maintenance-free service life. The selection of HPC and development of the specifications were based upon the designer’s successful experience with large scale precast HPC projects and trial programs of the Ontario Ministry of Transportation. On this fast track project with such a large concrete volume cast in only 10 individual placements, a thorough application of all the lessons learned from HPC projects was required.
KW  - Cast in place concrete
KW  - Concrete bridges
KW  - Elevated structures
KW  - Fast track concrete
KW  - Fast track projects
KW  - High performance concrete
KW  - Highway bridges
KW  - Multi-level highways
KW  - Redevelopment
KW  - Toronto (Canada)
KW  - Toronto Pearson International Airport
UR  - https://trid.trb.org/view/870531
ER  - 

TY  - JOUR
AN  - 01110965
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Weigel, Jerry
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Evolution of HPC in Washington State
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Washington State Department of Transportation (WSDOT) has been very active in the development of high performance concrete (HPC). WSDOT, as a member of the AASHTO/SHRP Lead States Team, conducted a demonstration project in 1996 through 1998 on the use of HPC to design and construct the three-span bridge carrying State Route 18 over State Route 516. A showcase on this project was conducted in 1997 to illustrate the use of HPC and to create a mechanism to share the experience with interested parties.
KW  - Bridge decks
KW  - Bridge design
KW  - Bridges
KW  - Demonstration projects
KW  - Evolution
KW  - High performance concrete
KW  - Long span bridges
KW  - Washington (State)
UR  - https://trid.trb.org/view/870577
ER  - 

TY  - JOUR
AN  - 01110964
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Myers, John J
AU  - Carrasquillo, Ramon L
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Effect of Curing Temperatures on Compressive Strength Development
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how temperature development during concrete hydration and curing conditions dramatically impact both mechanical and material properties of high strength/high performance concretes. During the fabrication of precast, prestressed beams for two HPC bridges in Texas, the temperature development during hydration was monitored to investigate the effect of concrete temperature and curing conditions on concrete compressive strength.* A commercially available match-curing system was utilized during the production of the precast, prestressed beams to more closely investigate the concrete properties within the members and to evaluate the use of match-curing technology as a quality control (QC) tool in the precast industry.
KW  - Bridges
KW  - Compressive strength
KW  - Concrete curing
KW  - Curing agents
KW  - High performance concrete
KW  - Quality control
KW  - Temperature
KW  - Texas
UR  - https://trid.trb.org/view/869719
ER  - 

TY  - JOUR
AN  - 01110963
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Triandafilou, Louis N
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - PCEF Focuses on HPC Prestressed Bridge Members
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Mid-Atlantic States Prestressed Concrete Committee for Economic Fabrication (PCEF) has been meeting twice a year to carry out its mission since the fall of 1997: “To encourage and promote economy, quality, and uniformity in the design, manufacture, and construction of high performance, prestressed concrete  bridge members.” The reference to high performance concrete (HPC) in the mission statement emphasizes the direction that the FHWA, state departments of transportation (DOTs), and industry are taking to ensure improved durability, permeability, and strength in concrete bridges. The PCEF consists of FHWA bridge engineers, industry representatives, and DOT bridge designers and materials engineers from Delaware, the District of Columbia, Maryland, Pennsylvania, Virginia, and West Virginia. Recent meetings have also included representatives from the DOTs in New Jersey, New York, and North Carolina, and the FHWA Eastern Federal Lands Highway Division. The precast, prestressed concrete suppliers that provide bridge members to these states are an integral part of the group. The PCEF is structured with subcommittees on standardization, design parameters, materials and quality control/quality assurance, construction/production, and contracting practices. In summary, the Mid-Atlantic States PCEF is a dedicated group of professionals working hard toward the ultimate goal of enhancing the economy of prestressed concrete bridges through standardization and uniformity of design and fabrication practices. The group is an excellent example of the FHWA, state and local DOTs, and industry working together to adopt quality and economical measures through a consensus process. Positive effects have been achieved by tying the group’s mission to the national emphasis on HPC. At each PCEF meeting, the states identify more and more activities in the implementation of HPC.
KW  - Bridge design
KW  - Bridge members
KW  - Concrete bridges
KW  - Durability
KW  - High performance concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Quality control
KW  - State departments of transportation
UR  - https://trid.trb.org/view/870370
ER  - 

TY  - JOUR
AN  - 01110962
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Specification Changes for HPC—Classes of Concrete and Cementitious Materials
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the AASHTO Standard Specifications for Highway Bridges – Division II, AASHTO LRFD Bridge Design Specifications, and the AASHTO LRFD Bridge Construction Specifications include a table that defines classes of concrete for use in highway structures. The table, which is similar in all three documents, has prescriptive requirements for minimum cement content, maximum water-cement ratio, air content range, size of coarse aggregate, and specified compressive strength. For many high performance concrete (HPC) applications, performance based specifications are more applicable.
KW  - Air content
KW  - Cementitious materials
KW  - Coarse aggregates
KW  - Compressive strength
KW  - High performance concrete
KW  - Performance based specifications
KW  - Revisions
KW  - Specifications
KW  - Water cement ratio
UR  - https://trid.trb.org/view/870481
ER  - 

TY  - JOUR
AN  - 01110961
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Koch, Tom
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - NCDOT’S Experience with HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the first application of high performance concrete (HPC) by the North Carolina Department of Transportation (NCDOT) was on dual bridges on U.S. 401 over the Neuse River just north of Raleigh, NC. The project consists of two 4-span structures with precast, prestressed concrete girders made continuous for live load with a cast-in-place concrete deck. Each structure consists of two, 92-ft (28.0- m) long spans of AASHTO Type IV girders and two, 57-ft (17.5-m) long spans of AASHTO Type III girders. Use of 10,000 psi (69 MPa) HPC in the girders and 6000 psi (41 MPa) HPC in the deck allowed the designer to reduce the number of girder lines from six to five. Both northbound and southbound structures used HPC. The southbound structure was instrumented by NC State University (NCSU) researchers. Once the project had been chosen, a team of NCSU researchers and NCDOT personnel met to establish target performance criteria for the HPC. It was agreed that the material characteristics of strength, modulus of elasticity, shrinkage, creep, and chloride permeability were the most important and the team established target values for these characteristics.
KW  - Bridge decks
KW  - Bridge design
KW  - Bridges
KW  - Cast in place concrete
KW  - Girder bridges
KW  - Girders
KW  - High performance concrete
KW  - Long span bridges
KW  - North Carolina
KW  - Precast concrete
KW  - Prestressed concrete bridges
UR  - https://trid.trb.org/view/870439
ER  - 

TY  - JOUR
AN  - 01110960
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Leonard, Mark A
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - I-25 over Yale Avenue—the Thin Solution
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the replacement bridge for Interstate 25 over Yale Avenue in Denver, Colorado, is an excellent example of using high performance concrete (HPC) to meet the demands of urban bridge  replacement. In growing urban centers, designers need to replace deteriorating bridges without changing existing vertical alignments, while providing for wider roadway sections on and beneath the bridges. This calls for longer spans at reduced superstructure depths, and bridges that can be built quickly with little disturbance to traffic. The new bridge replaced a four-span, cast-in-place T-girder bridge that was structurally deficient, largely due to deck deterioration. This necessitated traffic closures when portions of the deck fell to the roadway below. The Colorado Department of Transportation (CDOT) needed to build the new bridge without lane closures or grade changes to either I-25 or Yale Avenue because of the high traffic volumes and the restrictive urban setting. CDOT also wanted to improve the vertical clearance over Yale by 18 in. (460 mm). This resulted in a span for the new bridge of 112 ft (34m) with a superstructure depth of only 3 ft (0.9 m).
KW  - Bridge design
KW  - Bridge maintenance
KW  - Bridge superstructures
KW  - Bridges
KW  - Cast in place concrete
KW  - Girder bridges
KW  - High performance concrete
KW  - Long span bridges
KW  - Replacement (Bridges)
KW  - T girders
UR  - https://trid.trb.org/view/869722
ER  - 

TY  - JOUR
AN  - 01110958
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Triandafilou, Louis N
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Accomplishments Under TEA-21—What’s Next?
PY  - 2005
IS  - Issues 1-38
SP  - 2p
AB  - Many papers in previous issues of this publication have described projects that have been designed and constructed as a result of legislation responsible for implementing longer lasting, cost-effective bridges nationwide. Industry and FHWA have also outlined their strategic plans and visions for concrete bridges through the use of high performance concrete (HPC). The author will now pull together these various elements that have been accomplished directly and indirectly as a result of the 1998 Transportation Equity Act for the 21st Century (TEA-21).  TEA-21’s Innovative Bridge Research and Construction (IBRC) Program has been highly successful in supporting FHWA’s strategic goals for enhancing safety, increasing productivity, and promoting mobility (congestion mitigation). Currently, IBRC is in the last year of a six-year program. IBRC funds have been used by almost all State Departments of Transportation (DOTs) and several Federal and local agencies to extend the service life of their structures cost-effectively by incorporating high performance materials. More than half the States have funded HPC projects in a myriad of applications.
KW  - Bridges
KW  - Concrete structures
KW  - Cost effectiveness
KW  - High performance concrete
KW  - Innovative Bridge Research and Construction Program
KW  - Service life
KW  - Transportation Equity Act for the 21st Century
UR  - https://trid.trb.org/view/870488
ER  - 

TY  - JOUR
AN  - 01110957
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Crawford, Gary
AU  - Wathne, Leif
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - The Air Void Analyzer
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how, for over 50 years, researchers have known that concrete is susceptible to freeze-thaw deterioration unless a system of air bubbles is present in the concrete to protect it. The size and spacing of these air bubbles or voids are important. If the air voids are too large or too far apart, water cannot reach an air void to relieve expansive pressure as the water freezes. As the concrete continues to cycle through freezing and thawing, micro-cracking occurs and eventually the concrete sustains significant damage. The most common methods used to measure air content in fresh concrete today are the pressure and volumetric methods. Both methods measure the volume of air only and not the size or spacing between the voids known as the spacing factor. Nevertheless, these methods have worked well in the past, since the volume of air has been a successful surrogate measure of the spacing factor, and indirectly the concrete freeze-thaw durability. But, the ingredients and processes used to make concrete have changed over the years, and the traditional relationship between volume of air, air-void system, and freeze thaw durability may no longer be valid. Consequently, methods are needed to measure size and spacing of the air-voids in the fresh concrete. The Air Void Analyzer (AVA) was developed in Europe during the 1980s to meet this need.
KW  - Air void analyzers
KW  - Air voids
KW  - Concrete
KW  - Concrete structures
KW  - Durability
KW  - Europe
KW  - Freeze thaw durability
KW  - Fresh concrete
KW  - Microcracking
UR  - https://trid.trb.org/view/870575
ER  - 

TY  - JOUR
AN  - 01110956
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Pruski, Kevin R
AU  - Cox, William R
AU  - Ralls, Mary Lou
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Evolution of HPC Specifications in Texas
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Texas Department of Transportation (TxDOT) specifications for high performance concrete (HPC) have evolved through TxDOT’s experience. The first two HPC projects in Texas in the 1990s were guided by researchers at the University of Texas, Austin, in conjunction with demonstration projects sponsored by the Federal Highway Administration (FHWA). Although these two projects focused on high-strength HPC, the cast-in-place concrete deck on one of the two adjacent bridges in each project was constructed with normal strength HPC. Concrete strengths of 9000 psi (62 MPa) and higher with good durability characteristics are readily achieved in pretensioned concrete beams in Texas. Now, the priority in Texas is to improve the durability of normal strength cast-in-place concrete. Therefore, subsequent HPC bridge projects have focused on normal strength cast-in-place HPC. This paper discusses activities that address this priority.
KW  - Cast in place concrete
KW  - Concrete beams
KW  - Durability
KW  - High performance concrete
KW  - High strength concrete
KW  - Normal strength concrete
KW  - Pretensioning
KW  - Specifications
KW  - Texas
UR  - https://trid.trb.org/view/870529
ER  - 

TY  - JOUR
AN  - 01110955
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Rabbat, Basile G
AU  - Vanikar, Suneel N
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - What is HPC for Bridges?
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - High Performance Concrete (HPC) is clearly a great improvement on previous forms high quality concrete and it is made possible by the use of modern admixtures and supplementary cementitious materials. In almost all forms of construction, HPC offers a superior solution that should have lower service-life costs than conventional concrete. The ingrained traditional first cost approach to construction and lack of reliable and accurate models for predicting life-cycle costs may make it difficult to obtain widespread or rapid acceptance of this material. Ultimately, however, the superior qualities of HPC will result in its increased acceptance on the basis of life-cycle costs. In some instances, initial economies will result even though the material itself may be more expensive. In such applications, HPC offers a clear advantage.
KW  - Admixtures
KW  - Bridges
KW  - Cement
KW  - Concrete
KW  - High performance concrete
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Service life
UR  - https://trid.trb.org/view/869715
ER  - 

TY  - JOUR
AN  - 01110954
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Abernathy, Craig
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC in Montana
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Montana Department of Transportation (MDT) initiated a research project on Secondary Road No. 243 near the town of Saco in northeast Montana in the summer of 2002. This research opportunity was afforded by the construction of three bridges with the same geometry on the same route within 1/4 mile (400 m) of each other. The variability in conditions between test sites typically encountered in large scale field investigations was minimized in this situation. Notably, the bridges would have a common quality of construction and would experience the same vehicular and environmental conditions. This situation offered the opportunity to evaluate the relative performance of three different bridge decks. Each bridge consists of three spans with a total length of 146 ft (44.5 m) and a width of 27.6 ft (8.4 m). The superstructure consists of four lines of AASHTO Type I precast, prestressed concrete beams spaced at 7.9 ft (2.4 m) centers with a cast-in-place reinforced concrete deck approximately 8 in. (200 mm) thick. Epoxy-coated reinforcement is used in the deck. The bridge decks were cast in the second quarter of 2003. The objective of the project was to investigate the performance of three types of concrete bridge decks.
KW  - Bridge decks
KW  - Bridge design
KW  - Cast in place concrete
KW  - Cast in place structures
KW  - Concrete
KW  - Epoxy coatings
KW  - High performance concrete
KW  - Long span bridges
KW  - Montana
KW  - Reinforced concrete
UR  - https://trid.trb.org/view/870576
ER  - 

TY  - JOUR
AN  - 01110952
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Holloran, Mark
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Tennessee’s HPC Bridge Projects
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how bridges in Tennessee are most often constructed with precast, prestressed concrete beams and cast-in-place reinforced concrete decks. The majority of these bridges are jointless with integral abutments. The dominance of this type of construction can be attributed to both lower initial costs and lower long-term maintenance costs compared to other bridge systems. With improved durability and strength characteristics, high performance concrete (HPC) can provide initial and long-term benefits with a reduced number of beams or piers, shallower superstructures, and superior resistance to chloride ion penetration.
KW  - Bridge abutments
KW  - Bridge decks
KW  - Bridge superstructures
KW  - Bridges
KW  - Cast in place concrete
KW  - Durability
KW  - High performance concrete
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Tennessee
UR  - https://trid.trb.org/view/870289
ER  - 

TY  - JOUR
AN  - 01110950
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Alampalli, Sreenivas
AU  - Owens, Frank T
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Improved Performance of New York State Bridge Decks
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the results of this study indicated that performance of deck material has improved since the introduction of Class high performance (HP) concrete for New York State bridge decks. “Performance” is measured in terms of increased crack resistance without compromise in workability, construction practices, or cost. It was reported, through visual inspection, that Class HP bridge decks cracked with less frequency, and exhibited narrower and shorter cracks than their non “high performance” counterparts. It was also observed that most cracks occurred within two weeks of the deck pour and were not influenced by staged lane construction.
KW  - Bridge decks
KW  - Concrete construction
KW  - Concrete structures
KW  - Construction management
KW  - Fracture resistance
KW  - High performance concrete
KW  - New York (State)
KW  - Performance based specifications
KW  - Pouring
KW  - Workability
UR  - https://trid.trb.org/view/870244
ER  - 

TY  - JOUR
AN  - 01110949
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Chojnacki, Tim
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Missouri’s HPC Bridge Experience
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how two companion bridges on Missouri Route 21 over Route M in Jefferson County were opened to traffic in the fall of 1998. The northbound bridge was constructed using prestressed concrete I-girders made of high performance concrete (HPC) with a design strength of 10,000 psi (69 MPa) and a release strength of 5500 psi (38 MPa). The southbound bridge was constructed using prestressed concrete I-girders made of conventional concrete with a design strength of 5000 psi (34 MPa) and a release strength of 4000 psi (28 MPa). The conventional bridge required six lines of Missouri Department of Transportation (MoDOT) Type 6 girders for a total of 24 girders, while the HPC required only five lines of the MoDOT Type 6 girders for a total of 20 girders.
KW  - Bridge design
KW  - Girder bridges
KW  - Girders
KW  - High performance concrete
KW  - Missouri
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
UR  - https://trid.trb.org/view/870373
ER  - 

TY  - JOUR
AN  - 01110948
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Hooks, John M
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Bridges for the 21st Century
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how bridge engineers across the country are working with new, innovative uses for high performance concrete (HPC). Whether it is durable bridge decks, optimized girder cross sections, or creative admixtures for overlays, HPC is increasingly the material of choice for bridge construction, renovation, and repair. In an effort to encourage innovative uses of HPC in bridges, the Federal Highway Administration (FHWA) has an incentive for State, County, and local bridge owners to use HPC—and other high performance material technology— as they build and maintain bridges and other highway structures.
KW  - Bridge construction
KW  - Bridge decks
KW  - Bridge engineering
KW  - Bridges
KW  - Concrete bridges
KW  - Girder bridges
KW  - High performance concrete
KW  - Renovation
UR  - https://trid.trb.org/view/869750
ER  - 

TY  - JOUR
AN  - 01110947
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Theobald, Dan
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - A Fabricator’s Opportunity
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how several lessons were learned from the year-long research in preparation for the Charenton Canal project. Scanning thermometers to monitor internal concrete temperatures and a reliable cylinder match-cure system are a must. Converting to neoprene caps and 4x8-in. (102x203- mm) cylinder specimens from traditional sulphur caps and 6x12-in. (152x305-mm) cylinders was a necessity. Providing additional moisture control devices at the batch plant proved extremely valuable. And of course, executing a very thorough quality control plan was essential for our successful completion of the Charenton Canal project. In production, our release strengths ranged from 7620 to 9850 psi (52.5 to 67.9 MPa) and our 56-day strengths from 10,500 to 12,020 psi (72.4 to 82.9 MPa).
KW  - Concrete curing
KW  - Cylinder heads
KW  - Fabrication
KW  - Louisiana
KW  - Moisture content
KW  - Neoprene
KW  - Quality control
KW  - Temperature
KW  - Thermometers
UR  - https://trid.trb.org/view/870247
ER  - 

TY  - JOUR
AN  - 01110946
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Zaki, Adel R
AU  - Breault, Bernard
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Deck Panels for Jacques Cartier Bridge
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the reconstruction of the Jacques Cartier Bridge in Montreal, Canada, involved more than 645,800 sq ft (60,000 sq m) of bridge deck and made extensive use of precast, prestressed, high performance concrete (HPC) deck panels. This case study demonstrates a good example of the benefits of using a precast deck replacement method to rapidly reconstruct a highly durable deck while maintaining normal rush hour traffic. The 1.7-mile (2.7-km) long bridge with five traffic lanes carries more than 43 million vehicles every year, making it one of the busiest bridges in North America when considering traffic density per lane. After more than 70 years of operation, the concrete deck slab, support beams, and many other bridge deck components had suffered severe damage and had thus reached their useful service life. In-depth investigations confirmed that major reconstruction of the deck was required. The new bridge deck is made of precast HPC panels, which form a modular multistem integral deck system that, after being installed on the bridge, is transversely and longitudinally post-tensioned to provide high durability. Specified concrete compressive strength was 8700 psi (60 MPa) at 28 days.
KW  - Bridge decks
KW  - Bridge design
KW  - Compressive strength
KW  - High performance concrete
KW  - Jacques Cartier Bridge (Montreal, Canada)
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Reconstruction
KW  - Service life
UR  - https://trid.trb.org/view/870574
ER  - 

TY  - JOUR
AN  - 01110945
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Marx, Elmer E
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC in Alaska
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how  the Alaska Department of Transportation & Public Facilities has been building adjacent, precast, prestressed concrete deck bulb-tee girder bridges using high strength concrete (HSC) since the early 1970s. Most of these bridges are jointless utilizing either integral or semi-integral abutments. Typical girder spans range from 85 ft (26 m) for a 42-in. (1.065-m) deep section to 45 ft (44.2 m) for a 66-in. (1.675-m) deep section. Girder spacing is usually between 6.6 ft (2 m) and 8.2 ft (2.5 m). Initially, design concrete strengths were 5500 psi (38 MPa) at release and 6500 psi (45 MPa) at 28 days. As the years passed, the specified concrete strength increased. It was presumed that improved durability would be one benefit of the increased concrete strength and no performance requirements such as chloride permeability, abrasion resistance, or freeze-thaw resistance were specified. Time has thus far proven the assumption true. By the late 1990s, concrete release strengths of 7500 psi (52 MPa) and 28-day strengths of 8000 psi (55 MPa) were specified. The need to consistently obtain the high release strength in a short period of time, such as 18 hours, resulted in actual 28-day concrete strengths of 10,000 psi (70 MPa) or higher. As the specified concrete release strength has increased, fabricators have maintained their daily production cycle and no significant cost increase has occurred.
KW  - Abrasion resistance
KW  - Alaska
KW  - Bridge decks
KW  - Bridge design
KW  - Freeze thaw durability
KW  - Girder bridges
KW  - High performance concrete
KW  - High strength concrete
KW  - Precast concrete
KW  - Prestressed concrete
UR  - https://trid.trb.org/view/870573
ER  - 

TY  - JOUR
AN  - 01110944
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Hooks, John M
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - IBRC Program Advances HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Innovative Bridge Research and Construction (IBRC) program was established under the Transportation Equity Act for the 21st Century. The intent of the IBRC program is to develop and promote applications of innovative (high performance) materials for bridges. The IBRC program is funded for six years through fiscal year 2003 at a total authorized level of $102 million. As of fiscal year 2001, 157 projects have been selected for funding. By the time the program expires, IBRC funds will have supported the construction or rehabilitation of an estimated 250 bridges with innovative materials. Eighteen states have used IBRC funds to design, build, and monitor the performance of high performance concrete (HPC) in bridges. Twenty-nine HPC projects have been approved and include applications in deck slabs, substructure elements, concrete I-girders, concrete box beams, and bridge railings. Nineteen of the 29 projects include HPC in the bridge deck slab; this reflects the concern with durability and service life of concrete bridge decks, especially those subjected to deicing chemicals in ice and snow areas. It also reflects the expectation that low permeability HPC will produce decks with significantly longer service lives.
KW  - Box girder bridges
KW  - Box girders
KW  - Bridge decks
KW  - Bridge design
KW  - Bridge railings
KW  - Bridge substructures
KW  - Design build
KW  - High performance concrete
KW  - Innovative Bridge Research and Construction Program
KW  - Service life
UR  - https://trid.trb.org/view/870372
ER  - 

TY  - JOUR
AN  - 01110943
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Hartmann, J L
AU  - Dubois, Denis
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Self-Consolidating Concrete in Maine
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - The Maine Department of Transportation (MDOT) has been an aggressive pursuer of emerging and advanced concrete technologies over the last decade. MDOT has incorporated the use of pozzolans and admixtures into mix designs in an effort to utilize the elevated durability characteristics of high-performance concrete (HPC) in their bridge inventory. In late 2002, MDOT and a local precast concrete producer discovered a mutual interest in using self-consolidating concrete (SCC) on a bridge project. SCC is engineered to flow readily into place without segregation of the constituent materials; thereby, alleviating the difficulty of placing concrete in complex formwork or around congested patterns of reinforcing steel and prestressing strands. The result of using SCC can be a significant reduction in the vibration and finishing demands.
KW  - Admixtures
KW  - Bridge design
KW  - Durability
KW  - High performance concrete
KW  - Maine
KW  - Mix design
KW  - Pozzolan
KW  - Self compacting concrete
KW  - Vibration
UR  - https://trid.trb.org/view/870572
ER  - 

TY  - JOUR
AN  - 01110941
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Edwards, Douglas L
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - High Performance Concrete--The Florida Experience
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the era of high performance concrete (HPC) in Florida bridges actually began following a violent storm in Tampa Bay in 1980. A freighter crashed into one of the main piers of the Sunshine Skyway Bridge, causing collapse of a truss span and the deaths of 35 people. The replacement bridge, opened in 1987 and built in the corrosive waters of Tampa Bay, required more than 221,000 cu yd (169,000 cu m) of concrete. This project marked a turning point with respect to the use of high-quality concrete by the Florida Department of Transportation (FDOT). During the 1970s, the FDOT became increasingly aware of structural concrete deterioration, especially along Florida’s 1200 miles (1930 km) of coastline and intra-coastal waterways. In response, FDOT undertook to define areas with environments of similar corrosive aggressiveness within the State. In 1981, this effort resulted in the publication of “Corrosion Maps” showing three levels of environmental aggressiveness based upon criteria for pH value, resistivity, sulfate concentration, and chloride concentration. Much concrete research was conducted by the FDOT during the 1970s. This research indicated that the addition of fly ash benefited a concrete structure in three ways: (1) improved corrosion protection; (2) improved sulfate resistance; and (3) reduced heat of hydration.
KW  - Bridge piers
KW  - Bridge replacement
KW  - Chlorides
KW  - Corrosion protection
KW  - Crashes
KW  - High performance concrete
KW  - Piers (Supports)
KW  - Sulfate resisting cement
KW  - Tampa (Florida)
KW  - Water transportation crashes
UR  - https://trid.trb.org/view/870291
ER  - 

TY  - JOUR
AN  - 01110939
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Moore, James A
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - AASHTO Lead State Implementation
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how, in 1987, Congress initiated the five-year Strategic Highway Research Program (SHRP) to investigate various products to improve the constructibility and reduce the maintenance of the nation's highways and bridges. High Performance Concrete (HPC) or “engineered concrete” is one of the products from the SHRP program. To implement these products, Congress authorized additional funding over the following six years. The American Association of State Highway and Transportation Officials (AASHTO), in cooperation with the Federal Highway Administration (FHWA), created a Task Force for SHRP implementation. The Task Force's approach for technology transfer was t h rough the use of teams consisting of the states that took the lead on various products; hence, the AASHTO Lead State Team for HPC Implementation was formed.
KW  - American Association of State Highway and Transportation Officials
KW  - Bridges
KW  - High performance concrete
KW  - Highway bridges
KW  - Highway maintenance
KW  - Highways
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Maintenance
UR  - https://trid.trb.org/view/869717
ER  - 

TY  - JOUR
AN  - 01110938
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Burg, Ronald G
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Compression Testing of High Strength Concrete
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how high performance concrete (HPC) used in the construction of a bridge or bridge element often includes high strength concrete (HSC). To date, concrete with design compressive strengths of up to 19,000 psi (131 MPa) have been used in building construction while concrete with design compressive strengths up to 14,700 psi (101 MPa) have been used in bridge construction. An important aspect in the successful use of high strength concrete is implementing the required quality control measures. For concrete, the most common quality control parameter, and basis for acceptance, is compressive strength. The various AASHTO and ASTM standards that prescribe the methods to cast, cure, prepare, and test concrete specimens were developed based on concretes with compressive strengths in the range of 1500 to 6000 psi (10 to 41 MPa). In the past several years, there has been considerable work done to determine if these standards are suitable for HSC or if modifications are required. However, it often takes several years for existing standards to be revised based on recently completed work. Therefore, this article summarizes some of the important findings from recently completed and on-going work that can be implemented on a project that uses HSC.
KW  - Bridge design
KW  - Bridges
KW  - Compressive strength
KW  - Concrete bridges
KW  - Concrete curing
KW  - High performance concrete
KW  - High strength concrete
KW  - Quality control
UR  - https://trid.trb.org/view/869752
ER  - 

TY  - JOUR
AN  - 01110937
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Munch-Petersen, Christian
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - The Øresund Link Concrete Strategy
PY  - 2005
IS  - Issues 1-38
SP  - 2p
AB  - This paper describes how one of Scandinavia’s largest investments in infrastructure—the Fixed Link across the Øresund Strait between Denmark and Sweden was opened on July 1, 2000. The link includes a two-track railway and a four-lane highway. The crossing consists of an immersed tunnel 2.2 miles (3.5 km) long, an artificial island 2.5 miles (4.1 km) long, a western approach bridge 1.3 miles (2.0 km) long, a cable-stayed high bridge 0.7 miles (1.1 km) long with a free span of 1608 ft (490 m), and an eastern approach bridge 2.3 miles (3.7 km) long. The immersed tunnel and the cable-stayed bridge are the largest of their types in the world carrying both road and rail traffic. In 1994, the link’s owner—Øresundskonsortiet— appointed an expert concrete group including specialists from the Danish Technological Institute and the Swedish Lund Institute of Technology.
KW  - Bridge design
KW  - Cable stayed bridges
KW  - Concrete bridges
KW  - Concrete pavements
KW  - Denmark
KW  - Infrastructure
KW  - Prestressed concrete bridges
KW  - Tunnels
UR  - https://trid.trb.org/view/870293
ER  - 

TY  - JOUR
AN  - 01110932
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Myers, John J
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - How to Achieve a Higher Modulus of Elasticity
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the modulus of elasticity of concrete is an important mechanical property since it affects the camber of prestressed concrete beams at the release of prestressing strands and deflections under superimposed dead and live loads. The modulus is closely related to the properties of the cement paste, stiffness of the selected aggregates, and the method of determining the modulus. The standard test method is ASTM C 469—Static Modulus of Elasticity and Poisson’s Ratio of Concrete in Compression. One approach to increase the modulus of elasticity of concrete for a given mix design is to increase the coarse aggregate content of the mix. In doing so, the concrete producer might be required to adjust other mix constituents to satisfy placement and workability requirements.
KW  - Admixtures
KW  - Cement paste
KW  - Coarse aggregates
KW  - Curvature
KW  - Live loads
KW  - Mechanical properties
KW  - Mix design
KW  - Modulus of elasticity
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
UR  - https://trid.trb.org/view/869749
ER  - 

TY  - JOUR
AN  - 01110931
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Rochelle, Rodger D
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Corrosion Modeling for HPC Specifications in North Carolina
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper will discuss how HPC is rapidly gaining prominence in highway bridge construction because of the advantages of higher strength and greater durability. Unfortunately, the concept of designing for durability is more elusive than the quest for high strength. Bridge designs often include the 100-year flood, a 475-year seismic event return-period, or perhaps a Method II vessel impact analysis, all of which target a probabilistic service life. Similarly, the design should satisfy a 100-year service life when concrete is exposed to a chloride environment. This approach has broadened the bridge corrosion protection policy in North Carolina. Unfortunately, due to the heterogeneity of concrete, arduous numerical analyses are required to predict the rate of chloride ingress within a concrete structure. In practice, such analyses are not feasible. Instead, comparative studies serve to evaluate the array of corrosion mitigation measures available with HPC. Such an investigation is conducted for North Carolina's major coastal structures, targeting a service life of 100 years. Fick’s Second Law of Diffusion is modeled to optimize the durability design by examining each structural element independently. Various applications of this law are used to predict the service life provided by different protection measures.
KW  - Bridges
KW  - Concrete bridges
KW  - Corrosion
KW  - Corrosion protection
KW  - High performance concrete
KW  - Highway bridges
KW  - North Carolina
KW  - Service life
UR  - https://trid.trb.org/view/870252
ER  - 

TY  - JOUR
AN  - 01110929
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Maybee, Andrew
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC – The Fabricator’s Viewpoint
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how today’s precast, prestressed concrete product manufacturers are meeting owners’ requirements with high performance concrete (HPC). As more and more projects appear that specify the use of HPC, it becomes increasingly apparent that the use of HPC in precast, prestressed concrete bridge components is adding value to the end product. On State Route 840 in Dickson County in Tennessee, the Tennessee Department of Transportation (TDOT) specified HPC on two bridges. Use of HPC was incorporated into both the bridge substructures and superstructures. This paper focuses on the fabrication of the HPC bridge girders for the superstructures. Both HPC bridges use AASHTO/PCI 72-in. (1.83-m) deep bulb-tee girders (BT-72). HPC allowed the engineers to design the longest single-piece BT-72 girders used to date in Tennessee, at a length of 156 ft (47.5 m). These record setting BT-72 girders were successfully delivered to the jobsite in September 1999. The delivery of all HPC girders for this project was completed in April 2000.
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Fabrication
KW  - Girder bridges
KW  - Girders
KW  - High performance concrete
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Tennessee
UR  - https://trid.trb.org/view/870290
ER  - 

TY  - JOUR
AN  - 01110928
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Helland, Steinar
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Lightweight Aggregate Concrete in Norwegian Bridges
PY  - 2005
IS  - Issues 1-38
SP  - 2p
AB  - This paper describes how one of the main characteristics of Norway is its long coastline. During the last century, a vast number of marine concrete structures have been built in order to facilitate communications and transportation. Since the 1970s, the discovery of large oil and gas fields off the Norwegian coast created the need for a number of gravity based as well as floating concrete production platforms. Like the rest of the world in the late 1970s, Norway faced the problem of chloride-induced corrosion in its marine infrastructure. A program was, therefore, started to improve concrete quality and to develop models enabling Norwegians to assess the performance of these structures. This development resulted in the introduction of high strength, high performance concrete (HSC/HPC). Consequently, they were able to include concrete with characteristic cube strengths up to 15,000 psi (105 MPa) in their design code in 1989. In the same year, the Norwegian Roads Administration introduced a requirement for a water-binder ratio of less than 0.40 combined with the use of silica fume on all their infrastructure projects.
KW  - Bridge design
KW  - Concrete structures
KW  - Floating structures
KW  - High performance concrete
KW  - High strength concrete
KW  - Lightweight aggregates
KW  - Lightweight concrete
KW  - Marine structures
KW  - Norway
KW  - Offshore drilling platforms
KW  - Silica fume
KW  - Water cement ratio
UR  - https://trid.trb.org/view/870292
ER  - 

TY  - JOUR
AN  - 01110927
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Specification Changes for HPC—Accelerated Curing
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the AASHTO Standard Specifications for Highway Bridges – Division II and the AASHTO LRFD Bridge Construction Specifications include provisions related to accelerated curing of concrete through the use of elevated temperatures. This paper contains a review of some of the provisions and presents proposed changes that are more appropriate for use with high performance concrete.
KW  - Accelerated curing
KW  - Bridge design
KW  - Curing agents
KW  - Curing temperature
KW  - High performance concrete
KW  - Performance based specifications
KW  - Revisions
KW  - Specifications
UR  - https://trid.trb.org/view/870486
ER  - 

TY  - JOUR
AN  - 01110926
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Dunaszegi, Laszlo
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC for Durability of the Confederation Bridge
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes the Confederation Bridge, an 8.1-mile (13-km) long bridge across the Northumberland Strait between Prince Edward Island and New Brunswick, Canada. The bridge opened in 1997 and consists of gravity-based piers and a single-cell box-girder superstructure. It was constructed under a design-build-operate-transfer contract in which the developer operates the bridge for 35 years and then transfers the bridge to the federal government.
KW  - Box girder bridges
KW  - Bridge design
KW  - Bridge piers
KW  - Bridge superstructures
KW  - Design build
KW  - Girder bridges
KW  - High performance concrete
KW  - New Brunswick
KW  - Piers (Supports)
KW  - Superstructures
UR  - https://trid.trb.org/view/869747
ER  - 

TY  - JOUR
AN  - 01110923
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Mullarky, Jon I
AU  - Wathne, Leif
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Capping Cylinders for Testing High Strength Concrete
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the use of unbonded caps on test cylinders is becoming an increasingly popular part of the procedure for determining the compressive strength of concrete. The ASTM Standard Practice for Use of Unbonded Caps in Determination of Compressive Strength of Hardened Concrete Cylinders (ASTM C 1231) previously in effect, cautioned that unbonded caps are not to be used for acceptance testing of concrete with compressive strengths above 7000 psi (48 MPa). The current version of the Standard Practice has a limit of 12,000 psi (85 MPa). The limitation of 7000 psi (48 MPa) had created a difficulty for many testing laboratories, including the Federal Highway Administration’s (FHWA) Mobile Concrete Laboratory (MCL), that routinely use unbonded pads in the testing of lower strength concretes and would like to use the same procedure for high strength concretes. The difficulty is further complicated by the lack of commercially available capping compounds that are suitable for use with high strength concretes.
KW  - Acceptance tests
KW  - Bents
KW  - Compressive strength
KW  - Concrete
KW  - Cylinders (Geometry)
KW  - High strength concrete
KW  - Pile caps
KW  - Unbonded caps
UR  - https://trid.trb.org/view/870374
ER  - 

TY  - JOUR
AN  - 01110922
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Lwin, M Myint
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Washington State HPC Showcase Bridge
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how significant short- and long-term benefits can be realized with the use of HPC in bridges. These include more efficient designs longer spans, fewer beams, and shallower structural depths; improved performance; faster construction; reduced maintenance; longer service life; and lower life-cycle costs. The successful use of HPC has made it a material of choice by the bridge designers in Washington State. The designers will use HPC whenever and wherever there is benefit in the design. HPC will help bridge engineers fulfill the vision of "Building Bridges for the 21st Century" to meet traffic and environmental demands with low life-cycle costs.
KW  - Beams
KW  - Bridge design
KW  - Bridges
KW  - High performance concrete
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Long span bridges
KW  - Service life
KW  - Washington (State)
UR  - https://trid.trb.org/view/869718
ER  - 

TY  - JOUR
AN  - 01110920
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Halkyard, Terry D
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Renewal of FHWA’s HPC Technology Delivery Team
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Federal Highway Administration’s High Performance Concrete (HPC) Technology Delivery Team (TDT), through funding in the Intermodal Surface Transportation Efficiency Act (ISTEA), produced positive results in helping state departments of transportation (DOTs) implement HPC in their highway bridges. The TDT, created in 1997, helped 13 states build HPC bridges and host or participate in technology transfer activities such as showcases and workshops. Working with the AASHTO Lead States Team for HPC Implementation, the TDT influenced many additional state DOTs to try HPC in their highway bridges.
KW  - Bridges
KW  - High performance concrete
KW  - Implementation
KW  - Intermodal Surface Transportation Efficiency Act of 1991
KW  - Intermodal transportation
KW  - Technology assessment
KW  - Technology transfer
KW  - Workshops
UR  - https://trid.trb.org/view/870435
ER  - 

TY  - JOUR
AN  - 01110919
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Russell, Henry G.
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Maximum Effective Concrete Strengths in Pretensioned Beams
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the use of high strength concrete in precast, prestressed concrete beams allows for a higher precompression to be applied to the beams. Consequently, the tensile stress in the bottom flange calculated from the applied bending moment can be higher without exceeding the tensile stress limit. Since the tensile stress limit in the bottom flange at service load usually controls the design for long-span beams, higher compressive strength concrete allows the use of longer span lengths, wider beam spacings, shallower sections, or a combination of these benefits. Articles in previous editions of the publication have illustrated many actual applications, yet few have had specified concrete compressive strengths above 10,000 psi (69 MPa). For high strength concrete to be used efficiently, it needs to be precompressed to the maximum value allowed by the design specifications. Therefore, as the specified concrete compressive strength increases, the prestressing force also needs to increase. The amount of force depends on the diameter, spacing, and strength of the strand and shape of the bottom flange of the beam.  Once the bottom flange is full of strands, additional strands can only be placed in the web, which is less efficient because the strands are closer to the neutral axis.
KW  - Beams
KW  - Bending moments
KW  - Bridge design
KW  - Compressive strength
KW  - Concrete
KW  - High strength concrete
KW  - Long span bridges
KW  - Specifications
KW  - Tensile strength
UR  - https://trid.trb.org/view/870571
ER  - 

TY  - JOUR
AN  - 01110917
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Weigel, Jerry
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC in Washington State
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - Since the 1997 high performance concrete (HPC) showcase, state and local agencies in Washington State have constructed eight bridges with high performance concrete (HPC) girders, have ten ready to be advertised, and have eight being designed. Environmental requirements to keep piers out of waterways and the necessity of providing for future widening to accommodate increasing traffic demands are creating an ever-growing need for longer spans. The use of HPC improves construction economy by providing for longer spans, increased girder spacings, and shallower girders. Experience gained through the design and fabrication of HPC girders has shown that release strength is the critical parameter. A specified release compressive strength of 7500 psi (52 MPa) and a specified design compressive strength of 8500 psi (59 MPa) result in an optimum design economy. While compressive strengths of 10,000 psi (69 MPa) are possible, the extended in-form curing time and design mix complexities are uneconomical and difficult.
KW  - Bridge design
KW  - Bridge piers
KW  - Compressive strength
KW  - Concrete curing
KW  - Fabrication
KW  - Girder bridges
KW  - High performance concrete
KW  - Long span bridges
KW  - Mix design
KW  - Washington (State)
UR  - https://trid.trb.org/view/869754
ER  - 

TY  - JOUR
AN  - 01110916
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Beacham, Michael W
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Implementing HPC Bridges in Nebraska
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how construction began on Nebraska's first high performance concrete (HPC) bridge in the summer of 1995. The 225-ft (68.6-m) long bridge utilizes seven lines of pretensioned concrete girders, with three spans of 75 ft (22.9 m) each. The site was selected for two reasons. A conventional concrete bridge with identical geometry would be constructed less than a half mile (0.8 km) from the HPC bridge. The conventional bridge is used as a control structure to help evaluate the service life of the HPC bridge. In addition, the HPC bridge was already designed using conventional concrete. This allowed the Nebraska Department of Roads to establish incremental costs for design and construction with relative ease. The success of this project centered on the partnership of numerous stakeholders, which was formed at the outset. Input from people in industry, academia, and local, state, and federal governments was invaluable in determining the project strategy. The shared goal of this team was clear: “In lieu of optimizing the design, implement a strategy that eliminates or reduces the fear of producing, placing, and curing HPC.” Because of this partnership, the author developed a methodology that was realistic, achievable, and cost effective.
KW  - Bridge design
KW  - Bridges
KW  - Concrete
KW  - Cost effectiveness
KW  - Girder bridges
KW  - High performance concrete
KW  - Implementation
KW  - Nebraska
KW  - Service life
UR  - https://trid.trb.org/view/869721
ER  - 

TY  - JOUR
AN  - 01110915
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Maggenti, Ric
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Mass Concrete in the Carquinez Bridge
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - , The new Carquinez Bridge is a 3000-ft (1-km) long suspension bridge that spans the Carquinez Strait at the north end of San Francisco Bay. The cables of the bridge are supported on concrete towers that rise 425 ft (130 m) above the water. The cables are anchored by concrete blocks with thicknesses up to 50 ft (15 m). Approximately 60,000 cu yd (45,000 cu m) of mass concrete are used in the footings under the two towers and in the four concrete anchors. Although a series of placements was used, each placement was large enough to be considered mass concrete.
KW  - Bridge towers
KW  - Cable stayed bridges
KW  - Carquinez Bridge
KW  - Carquinez Strait
KW  - Footings
KW  - Long span bridges
KW  - Mass concrete
KW  - San Francisco Bay
KW  - Suspension bridges
KW  - Thickness
UR  - https://trid.trb.org/view/870528
ER  - 

TY  - JOUR
AN  - 01110914
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Moore, James A
AU  - Ralls, Mary Lou
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Lead States Team Plans Transition
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - When the high performance concrete (HPC) Lead States Team closes its doors in September, the members and partners can look back on a five-year record of achievement. Since the AASHTO Lead States Team was established in 1996, HPC team members have promoted the performance and strength advantages of HPC technology, primarily in bridge superstructures and substructures. The authors crafted a mission statement and developed a strategic plan to identify specific goals, strategies, and action plans. The outreach initiatives included HPC Bridge Showcases, international symposia, conference and meeting presentations, and articles for various publications.
KW  - Bridge design
KW  - Bridge superstructures
KW  - Bridges
KW  - High performance concrete
KW  - High strength concrete
KW  - Lead States Team
KW  - Strategic planning
KW  - Strength of materials
KW  - Superstructures
UR  - https://trid.trb.org/view/870288
ER  - 

TY  - JOUR
AN  - 01110913
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Tennis, Paul D
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Benefits of Ternary Mixtures
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the majority of concrete placed in the United States of America (USA) now contains at least one supplementary cementitious material (SCM) such as fly ash, ground granulated blast-furnace slag (GGBFS), or silica fume. Most concrete producers and specifiers are comfortable using these materials. These concrete mixtures could be called binary mixtures, indicating that they contain portland cement and one SCM. Ternary mixtures are simply those mixtures that contain two SCMs in addition to portland cement.
KW  - Admixtures
KW  - Benefits
KW  - Binary cements
KW  - Cementitious materials
KW  - Fly ash
KW  - Granulated slag
KW  - Portland cement
KW  - Silica fume
KW  - Ternary mixtures
UR  - https://trid.trb.org/view/870485
ER  - 

TY  - JOUR
AN  - 01110911
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Bridges in Canada
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - The extreme weather conditions and liberal use of deicing chemicals in Canada have led to severe deterioration of many concrete structures. In the search to improve durability and extend service life, Concrete Canada was established in 1990 to conduct a coordinated and focused high performance concrete (HPC) program. The technology transfer component of the program included many seminars, workshops, and technology transfer days across Canada as well as demonstration projects to implement HPC on construction sites. As a result, many HPC structures were built in Canada. The first Canadian HPC bridge was a 56-ft (17-m) long single-span bridge at St. Eustache, Quebec built in 1992. The structure consists of adjacent pretensioned channel girders made with 10,000 psi (70 MPa) compressive strength concrete. The deck was cast with 4300 psi (30 MPa) compressive strength concrete.
KW  - Bridges
KW  - Canada
KW  - Concrete structures
KW  - Deicing chemicals
KW  - High performance concrete
KW  - Service life
KW  - Technology transfer
KW  - Weather conditions
KW  - Winter
UR  - https://trid.trb.org/view/870483
ER  - 

TY  - JOUR
AN  - 01110910
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Triandafilou, Louis N
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Implementation Status
PY  - 2005
IS  - Issues 1-38
SP  - 2p
AB  - This paper describes how, since the initiation of the AASHTO/SHRP Lead States Team concept for high performance concrete (HPC) over 10 years ago, there has been an aggressive effort by the concrete industry, State DOTs, and the FHWA to achieve nationwide implementation of HPC on bridge projects. Outstanding progress has been made in response to the FHWA Executive Director's 1997 challenge to construct at least one HPC bridge in every state by 2002. HPC Bridge Views has reported on many of these projects as well as the efforts of the FHWA’s HPC Technology Delivery Team to keep HPC in the forefront. Recently, the Team conducted a 14- question national survey to track this progress and other related concrete issues. On a preliminary basis, the map indicates which states have included HPC in bridge specifications in the last 10 years. Thirty-seven respondents selected HPC for low permeability, 30 for high strength, and 26 for both performance criteria. As background on why HPC was being used, respondents ranked deck cracking at ages less than 5 years as the most common distress, followed by corrosion of reinforcing steel, cracking of girders and substructure elements, and freeze-thaw damage.
KW  - Admixtures
KW  - Bridges
KW  - Concrete
KW  - Concrete bridges
KW  - High performance concrete
KW  - Implementation
KW  - Permeability
UR  - https://trid.trb.org/view/870533
ER  - 

TY  - JOUR
AN  - 01110908
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Stanish, Kyle
AU  - Hooton, R Doug
AU  - Thomas, Michael D A
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - The Rapid Migration Test—An Alternative to AASHTO T 277
PY  - 2005
IS  - Issues 1-38
SP  - 2p
AB  - This paper describes how the chloride penetration resistance of concrete is often a critical parameter in determining the long-term performance of concrete structures. However, there is a great deal of discussion regarding the best method to measure this property. From September 1997 to June 2000, the authors evaluated alternative rapid test procedures to determine the chloride penetration resistance of concrete under FHWA Contract DTFH61-97-C-00022 entitled “Prediction of Chloride Penetration into Concrete.” The most promising test procedure, called the Rapid Migration Test (RMT), is based on a test developed at Chalmers University in Sweden. This test is now standardized as a Nordtest* procedure (NT Build 492) and has proven to give more consistent results than other methods currently available.
KW  - Bridge design
KW  - Chlorides
KW  - Concrete
KW  - Concrete structures
KW  - Corrosion protection
KW  - Corrosion resistant materials
KW  - Penetration resistance
KW  - Rapid migration test
KW  - Test procedures
UR  - https://trid.trb.org/view/870371
ER  - 

TY  - JOUR
AN  - 01110906
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Prusinski, Jan R
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Benefits of Slag Cement in HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how slag cement—commonly referred to as ground granulated blast-furnace slag (GGBFS)—is a hydraulic cement that works synergistically with portland cement to improve concrete strength and durability. Slag cement is a value-added material that results from a tightly controlled production process that ensures consistent physical and chemical properties. Molten slag—the non-metallic mineral constituent of iron ore—is tapped from an iron blast furnace, then rapidly quenched with water in a granulator. The resulting glassy granules are then dried and either ground to a fine powder to make slag cement or interground with portland cement to produce blended cement. Slag cement is different from slag aggregates, which are either air-cooled or expanded blast-furnace slag and possess no cementitious value. Available for many years in the United States, slag cement use has doubled over the last five years.
KW  - Benefits
KW  - Chemical properties
KW  - Granulated slag
KW  - High performance concrete
KW  - Iron ores
KW  - Slag
KW  - Slag cement
UR  - https://trid.trb.org/view/870436
ER  - 

TY  - JOUR
AN  - 01110899
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Bardow, Alexander K
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC and Innovative Design Ensure Long-Term Durability
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how experience has shown that bridges with continuous beams and rigid frame abutments exhibit better long-term durability than bridges with leakage-prone roadway joints. Thus, when the existing Great Road Bridge (State Route 119) over the Boston & Maine Railroad in Littleton, MA, required replacement, every attempt was made to eliminate these joints. Building a cast-in-place structure was not feasible since the falsework would reduce the existing railroad clearances. The Massachusetts Highway Department (MassHighway) decided to use “emulation design” to replicate cast-in-place concrete construction with precast, prestressed concrete beams and precast concrete abutment panels.
KW  - Bridge abutments
KW  - Bridge design
KW  - Cast in place concrete
KW  - Concrete structures
KW  - Durability
KW  - High performance concrete
KW  - Innovation
KW  - Massachusetts
KW  - Precast concrete
KW  - Technological innovations
UR  - https://trid.trb.org/view/869746
ER  - 

TY  - JOUR
AN  - 01110898
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Tennis, Paul D
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Benefits of Different Cements in HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how all materials play a role in high performance concrete (HPC) mixtures, cement is the essential component. The characteristics of HPC may include low permeability, high strength, low temperature rise, high durability, and combinations of these or other properties. Cement is the material largely responsible for these critical properties. It is important to note that most cements perform well in HPC applications. However, some cements have been developed with particular characteristics that lend themselves to use in HPC. General purpose cements are used where no special properties of the other cement types are necessary. HPC can be made with these “general purpose” cements if the concrete mixture is carefully chosen to provide the specified concrete properties. For example, high strength concrete can be made with Type I cement if low water to cement ratios and high cement contents are used. One benefit of using these cements is that they are usually locally available, whereas, some specialized cements may not be.
KW  - Admixtures
KW  - Cement
KW  - Cement content
KW  - Durability
KW  - High performance concrete
KW  - High strength concrete
KW  - Permeability
KW  - Water cement ratio
UR  - https://trid.trb.org/view/870434
ER  - 

TY  - JOUR
AN  - 01110897
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Goodspeed, Charles H
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - TIA Offers HPC Workshops
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how, as part of the national program to continue the implementation of high performance concrete (HPC) in bridges, a series of seven training modules is available from the Transportation Industrial Alliance (TIA). The TIA is managed by the Department of Civil Engineering at the University of Florida, Gainesville, as part of their Local Technical Assistance Program (LTAP) to encourage partnerships between the private sector, academics, and local highway departments. The HPC modules are based on experiences and lessons learned during the design and construction of several HPC bridges that were built as part of the joint state-FHWA SHRP HPC implementation program. Each module consists of slides and accompanying text. The modules will be available on a compact disc in PowerPoint format. A workbook for the determination of strength and durability parameters is also included on the disc.
KW  - Durability
KW  - Education and training
KW  - High performance concrete
KW  - Implementation
KW  - Local Technical Assistance Program
KW  - Meetings
KW  - Technical assistance
KW  - Training programs
KW  - Workshops
UR  - https://trid.trb.org/view/870375
ER  - 

TY  - JOUR
AN  - 01110895
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Russell, Henry G.
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC International Symposium
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Economical Solution for Durable Bridges and Transportation Structures was the theme for the second International Symposium on High Performance Concrete held September 25-27, 2000 in Orlando, Florida. With an attendance of over 1500, the symposium brought together experts from the United States and around the world to discuss the most recent applications and developments in high performance concrete. The symposium was sponsored by the Precast/Prestressed Concrete Institute (PCI), the Federal Highway Administration (FHWA), and the Fédération Internationale du Béton (fib) and was held in conjunction with PCI’s 46th Annual Convention and Exhibition. The symposium featured nine sessions covering General History, Marketing, and Implementation; Materials and Mix Design; Laboratory Research and Future Direction; Quality Concepts, Fabrication, and Transportation; Construction Techniques; Structural Design and Concepts; Structural Performance and Code Requirements; FHWA Showcase Projects and Case Studies; and Approach to High Performance Concrete Structures.
KW  - Case studies
KW  - Concrete structures
KW  - Conferences
KW  - High performance concrete
KW  - Meetings
KW  - Mix design
KW  - Quality control
KW  - Structural analysis
KW  - Structural design
UR  - https://trid.trb.org/view/870295
ER  - 

TY  - JOUR
AN  - 01110892
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Ralls, Mary Lou
AU  - Tang, Benjamin
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Prefabricated Bridges or Rapid Construction
PY  - 2005
IS  - Issues 1-38
SP  - 2p
AB  - This paper describes how transportation agencies today face significant challenges to restore highway capacity while enhancing safety through construction work zones. About one-third of our Nation’s bridges are in need of repair or replacement. During the summer road work season, 20 percent of the National Highway System is typically under construction. This translates into 6,400 highway work zones with a corresponding loss of 6,200 lane-miles (10,000 lane-km) in capacity. On a road construction project with a high volume of traffic, the cost of traffic control can be 30 to 50 percent of the construction cost. These costs can be reduced and work zone safety enhanced through the use of accelerated construction methods. Limited available funding and significant construction needs have resulted in initial cost controlling bridge design and construction. In addition to managing costs, owners are now responding to the need to “get in, get out, and stay out” as the advancing age of our highway infrastructure necessitates increased reconstruction. Prefabricated bridge elements and systems, in combination with HPC and accelerated construction requirements in the contracts, help meet the need for rapid bridge construction.
KW  - Accelerated construction
KW  - Bridge design
KW  - Bridges
KW  - Highway bridges
KW  - Highway capacity
KW  - Prefabricated bridges
KW  - Rapid construction
KW  - Road construction
KW  - Work zones
UR  - https://trid.trb.org/view/870570
ER  - 

TY  - JOUR
AN  - 01110887
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Capers, Harry A
AU  - Nassif, Hani
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - New Jersey’s Move to HPC
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how high performance concrete (HPC) is now required for use in bridge decks on the state highway system in New Jersey. The use of HPC in prestressed concrete girders is at the discretion of the designer. Specific guidance for HPC is provided in the most recent edition of the Department of Transportation’s (DOT) bridge design manual. To support HPC deployment, the Department initiated a research project through Rutgers University to develop several baseline concrete mixtures suitable for the transportation infrastructure in New Jersey. The research involved (1) review of existing information, (2) development of mix proportions using local aggregates, (3) evaluation of trial mixtures prepared in the laboratory and at a ready mixed concrete plant, (4) evaluation of concrete material properties, (5) investigation of the effects of different curing methods on early age and long term performance, and (6) preparation of specifications for use in the project special provisions.
KW  - Admixtures
KW  - Bridge decks
KW  - Bridge design
KW  - Concrete curing
KW  - High performance concrete
KW  - Highway bridges
KW  - Mix design
KW  - New Jersey
UR  - https://trid.trb.org/view/870530
ER  - 

TY  - JOUR
AN  - 01110884
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Brazillier, Didier
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - 20 Years of HPC Bridges In France
PY  - 2005
IS  - Issues 1-38
SP  - 2p
AB  - This paper describes how the first use of the term high performance concrete (HPC) in France goes back to 1983 and the building of a bridge at Melun under the impetus of LCPC and SETRA (Research Agency and Bridge Department of the French Highways Administration, respectively). This is not only of historical interest but is also highly significant in terms of the logic underlying the application of these types of concretes in France. Firstly, HPC relates to bridges rather than buildings. In France, there are few high-rise buildings and very little competition with steel construction in this sector. Secondly, bridge ownership or sponsorship, particularly in the highly developed public engineering practice, has played a leading role. This includes the initiation and support of a large-scale research and development program on HPC, gathering together a large number of players in the civil engineering sector to form BHP 2000, and the preparation of an official design code for concretes with characteristic strengths up to 11,600 psi (80 MPa). Finally, HPC’s improved properties of durability and rheology have always been exploited hand-in-hand with the mechanical properties. Hence the name “high performance concrete” as opposed to “high strength concrete.” Since 1983, over one hundred bridges have been built with HPC. They may be characterized by three approaches that correspond to the reasons for selecting HPC.
KW  - Bridge design
KW  - Bridges
KW  - Concrete
KW  - Concrete bridges
KW  - Concrete structures
KW  - France
KW  - High performance concrete
KW  - High strength concrete
KW  - Mechanical properties
UR  - https://trid.trb.org/view/870294
ER  - 

TY  - JOUR
AN  - 01110881
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Kaderbek, Stan L
AU  - Tracy, Sharon L
AU  - Krauss, and Paul D
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC for Chicago’s Wacker Drive
PY  - 2005
IS  - Issues 1-38
SP  - 2p
AB  - This paper describes how Wacker Drive, a major 75 year old two-level viaduct bordering the north and west sides of Chicago’s downtown “Loop,” is being replaced due to severe corrosion of the embedded reinforcing steel and spalling of the concrete cover. The columns and deck of the new structure are being built using cast-in-place high performance concrete (HPC). The deck is post-tensioned HPC with a latex-modified concrete overlay. Reconstruction of Wacker Drive is a joint project by the Chicago Department of Transportation, the Illinois Department of Transportation (IDOT), and the Federal Highway Administration. A lengthy process for prequalification of concrete materials and suppliers began in 1999, when a plan was initiated requiring testing and evidence that raw materials and HPC mixes would exhibit properties to ensure long-term durability, quality, and performance in the field. These requirements provided the groundwork for the HPC specifications.
KW  - Chicago (Illinois)
KW  - Concrete overlays
KW  - Concrete structures
KW  - Corrosion protection
KW  - Corrosion resistance
KW  - Corrosion resistant steel
KW  - High performance concrete
KW  - Posttensioning
KW  - Reinforcement (Engineering)
KW  - Spalling
KW  - Viaducts
UR  - https://trid.trb.org/view/870437
ER  - 

TY  - JOUR
AN  - 01110879
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Fossier, Paul
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Charenton Canal Bridge – Louisiana’s First HPC Bridge
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how, when the Charenton Canal Bridge on LA 87 in St. Mary Parish opened on November 4, 1999, the occasion marked the completion of Louisiana's first high performance concrete (HPC) bridge. HPC was used in all components of the bridge. Completion of the project marked the implementation of HPC that began with research work in Louisiana in the early 1980's. The project consisted of the replacement of a 55-year old reinforced concrete bridge with a 365-ft (111-m) long continuous prestressed concrete structure using Type III AASHTO girders. Each 73-ft (22.3-m) span consists of five girders that are spaced at 10-ft (3.1-m) centers and support an 8-in. (203-mm) thick cast-in-place concrete deck. The substructure for the bridge consists of cast-in-place concrete bent caps supported on 24- and 30-in. (610- and 762-mm) square precast, prestressed concrete piles. Specified compressive strength of the girders and piles was 10,000 psi (69 MPa) no later than 56 days. The bridge deck and bent caps had a specified concrete compressive strength of 4200 psi (29 MPa) at 28 days. A rapid chloride permeability of 2000 coulombs or less at 56 days was specified for concrete used in all members.
KW  - Bents
KW  - Bridge decks
KW  - Bridge design
KW  - Bridge substructures
KW  - Cast in place concrete
KW  - Concrete structures
KW  - High performance concrete
KW  - Long span bridges
KW  - Louisiana
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
UR  - https://trid.trb.org/view/870245
ER  - 

TY  - JOUR
AN  - 01110878
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - FHWA HPC Project
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the Federal Highway Administration has announced the award of a three year study entitled “Compilation and Evaluation of Results from High Performance Concrete Bridge Projects.” The study will result in a single source for information about HPC bridge projects. The compiled information from the HPC projects will be placed on a compact disc for use on a variety of computer systems.
KW  - Bridge design
KW  - Bridge management systems
KW  - Bridge members
KW  - Bridge substructures
KW  - Bridges
KW  - High performance concrete
KW  - Project management
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/870249
ER  - 

TY  - JOUR
AN  - 01110877
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Abrahams, Michael J
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - Use of HPC on Admiral Clarey Bridge, Hawaii
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - The Admiral Clarey Bridge was a design/build project for the US Navy that was designed to improve access to the largely undeveloped Ford Island in Pearl Harbor. Due to the need to provide an opening large enough to allow the passage of aircraft carriers while minimizing the impact on the nearby Arizona Memorial, a unique solution was developed that utilized a low-level fixed concrete trestle span combined with a floating concrete draw span. The almost one-mile (1.6-km) long structure made extensive use of precast and prestressed concrete for both economy and durability. Given the aggressive marine environment of Hawaii, the Navy’s requirement for a durable structure included the use of high performance concrete (HPC) throughout the project. Except for some incidental concrete, all concrete was required to contain a minimum of 5 percent silica fume by weight of cementitious materials, and to have a maximum water/ cementitious material ratio of 0.38. Other means to improve durability included increased concrete cover to the reinforcement, zero tensile stress in all prestressed concrete except for extreme load cases, a pipeline-type epoxy for coating reinforcing bars, and a maximum tricalcium aluminate content for the cement of 8 percent to improve sulfate resistance.
KW  - Hawaii
KW  - High performance concrete
KW  - Long span bridges
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Prestressed concrete bridges
KW  - Sodium sulfate
KW  - Tensile strength
KW  - Trestles
KW  - Water cement ratio
UR  - https://trid.trb.org/view/869755
ER  - 

TY  - JOUR
AN  - 01110876
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Binseel, Edward
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - High Performance Concrete Bridges: Not Just For States Anymore
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper will discuss Prince George's County, Maryland, plan to build 12 new bridges in the next three years. Some of the bridges will be designed and built using high performance concrete (HPC). All bridges will have simple spans ranging from 24 to 80 ft (7.3 to 24.4 m) in length. The move toward HPC began several years ago, when the County's bridge inventory grew to more than 170 structures. Financial demands related to the maintenance and repair of the bridges grew to a level that was in excess of the available resources. Several of the fundamental decisions that had been guiding the design of new bridges in the County were changed. At the expense of higher initial costs, the County would now design its bridges to be more durable with extended longevity, while also decreasing each structure's long-term maintenance and repair costs. Decreasing the life-cycle costs associated with each bridge became a priority. It is believed HPC will give durability and longevity at a lower overall cost.
KW  - Bridge design
KW  - Bridges
KW  - Concrete bridges
KW  - Concrete structures
KW  - High performance concrete
KW  - Life cycle costing
KW  - Long span bridges
KW  - Prince George's County (Maryland)
KW  - Service life
UR  - https://trid.trb.org/view/870251
ER  - 

TY  - JOUR
AN  - 01110874
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Streeter, Donald A
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC in New York State Bridge Decks
PY  - 2005
IS  - Issues 1-38
SP  - 1p
AB  - This paper describes how the New York State Department of Transportation (NYSDOT) developed a high performance concrete (HPC) mix in 1994 in an effort to produce longer lasting, more durable bridge decks. Positive results from the initial placements led to the issuance of specifications for use of high performance concrete. The HPC developed by NYSDOT, designated Class HP, was designed to be more durable, less permeable, more resistant to cracking, and easily placed and finished. The changes were achieved by reducing the cement content, mainly by substituting pozzolans, and lowering the water cementitious material ratio by using normal- range water-reducing admixtures. Over 125 placements have been made on approximately 100 new bridge decks. High performance concrete overlays have been placed on approximately 25 structures either for rehabilitation of the decks or as bonded wearing surfaces. With the establishment of guidelines, substructure use is now growing.
KW  - Admixtures
KW  - Bridge decks
KW  - Bridge substructures
KW  - Concrete overlays
KW  - Durability
KW  - High performance concrete
KW  - New York (State)
KW  - Pozzolan
KW  - Water cement ratio
UR  - https://trid.trb.org/view/869751
ER  - 

TY  - SER
AN  - 01109804
JO  - HPC Bridge Views
PB  - National Concrete Bridge Council
AU  - Federal Highway Administration
AU  - National Concrete Bridge Council
TI  - HPC Bridge Views
PY  - 2005
IS  - Issues 1-38
SP  - 164p
AB  - This publication of HPC Bridge Views includes all issues 1 through 38 and coincides with the Seventh International Symposium on the Utilization of High-Strength/High-Performance Concrete held in Washington, DC, June 20-24, 2005.  The bi-monthly publication, HPC Bridge Views, features articles on bridges constructed with HPC and covers a wide range of topics: specifications; cast-in-place concrete bridge decks; fabrication of precast, prestressed bridge components; materials technology; testing procedures; research and questions and answers about HPC.
KW  - Bridge decks
KW  - Bridges
KW  - Cast in place concrete
KW  - Concrete bridges
KW  - High performance concrete
KW  - HPC
KW  - Performance evaluations
KW  - Performance measurement
KW  - Precast concrete
KW  - Prestressed concrete bridges
KW  - Ready mixed concrete
KW  - Research
UR  - https://trid.trb.org/view/869458
ER  - 

TY  - RPRT
AN  - 01105975
AU  - Zimmerman, K A
AU  - Wolters, Angela S
AU  - National Highway Institute
AU  - Federal Highway Administration
TI  - Principles and practices for enhanced maintenance management systems: participant workbook
PY  - 2005
SP  - 1 v. (loose-leaf)
KW  - Curricula
KW  - Information processing
KW  - Infrastructure
KW  - Maintenance
KW  - Management
KW  - Roads
KW  - United States
UR  - https://trid.trb.org/view/865589
ER  - 

TY  - RPRT
AN  - 01102113
AU  - Federal Highway Administration
TI  - Interstate 69, segment of independent utility #8, from SR 385 in Millington, TN to I-155/US 51 in Dyersburg, Shelby, Tipton, Lauderdale, and Dyer counties : environmental impact statement
PY  - 2005///Volumes held: Draft(2v) (v.2 folio), Supplement to the draft
KW  - Environmental impact statements
KW  - Tennessee
UR  - https://trid.trb.org/view/862074
ER  - 

TY  - RPRT
AN  - 01090441
AU  - McGee, Hugh W
AU  - Eccles, Kimberly A
AU  - Federal Highway Administration
AU  - Institute of Transportation Engineers (ITE)
TI  - Field Guide for Inspecting Signalized Intersections to Reduce Red-Light Running
SN  - 1933452048
PY  - 2005
SP  - 23p
AB  - This guide supplements a report entitled, "Making Intersections Safer: A Toolbox of Engineering Countermeasures to Reduce Red-Light Running," which addresses design and operational features that may need to be upgraded or modified to discourage red-light running.  This field guide provides more details on how to conduct a site investigation of a specific intersection that has been identified as a red-light running problem site.  The purpose of a field site review is to identify any engineering design or operational deficiencies that may contribute to red-light running and the resulting crashes and to form initial opinions as to possible countermeasures.
KW  - Countermeasures
KW  - Crash investigation sites
KW  - Highway design
KW  - Highway operations
KW  - Highway safety
KW  - Red light running
KW  - Signalized intersections
KW  - Traffic crashes
KW  - Traffic engineering
UR  - https://trid.trb.org/view/849972
ER  - 

TY  - CONF
AN  - 01090118
AU  - Deng, Yong
AU  - Farre, Joe
AU  - Chang, Jaime
AU  - Penafiel, Percy
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Analysis and Design of Integral Abutment by LRFD Method
PY  - 2005
SP  - pp 211-221
AB  - There are no standard methods and specifications for the analysis and design of integral abutments. This paper was prepared in accordance with the analysis and design method developed for Long Lake Outlet Bridge that is part of a Federal Highway Administration (FHWA) project in Wyoming. This paper provides an analysis method for analyzing integral abutments. The subject bridge length (End-to-End) is 19.25 meters and consists of typical pretensioned side-by-side 686 mm x 1220 mm precast box girder with integral abutments founded on micropiles. The abutments were designed in accordance with AASHTO LRFD Specifications and micropiles were designed by the ASD method. Micropile design is beyond the scope of this paper and therefore is not included in this paper. Construction procedures were considered in the analysis and design of the bridge. First, the dead loads from the typical pretensioned girders and superimposed dead loads, girder and deck slab were applied as vertical loads with separate element actions. Considering that some strength has already been obtained when the barrier rail is constructed, for conservative purpose, the barrier rail load was applied with full deck slab strength and composite section to obtain the negative moment at integral abutments. Live loads were applied to the composite section to obtain negative moments, lateral and vertical loads. In order to consider longitudinal loads such as braking load, shrinkage loads and temperature loads, the finite element analysis method was applied. Soil lateral pressure and surcharge forces were taken into consideration and applied at the abutments. Since soil-structure interactions are complex, the L-pile program was used to determine the micropile contributions to the structure-soil interaction. The STAAD program was introduced to analyze the general structure behavior.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Box girders
KW  - Bridge design
KW  - Finite element method
KW  - Integral abutments
KW  - Jointless bridges
KW  - Load and resistance factor design
KW  - Micropiles
KW  - Soil structure interaction
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850774
ER  - 

TY  - CONF
AN  - 01090117
AU  - Knickerbocker, David
AU  - Basu, Prodyot K
AU  - Wasserman, Edward P
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Behavior of Two-Span Integral Bridges Unsymmetrical About the Pier Line
PY  - 2005
SP  - pp 244-254
AB  - The lack of symmetry in jointless bridges may result from unequal span lengths, and/or unequal dimensions of the end abutments caused by, say, unequal pile lengths and height of backwall. Finite element modeling is used in the study and the results are validated with experimental data from two integral bridges located near Nashville, Tennessee. These two-span HPC bridges consist of cast in place reinforced concrete deck slab over pretensioned concrete girders. Parametric studies are undertaken by finite element modeling in parallel with field observations, and interesting conclusions are drawn with respect to volumetric loads.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Asymmetry
KW  - Bridge design
KW  - Field data
KW  - Finite element method
KW  - Integral abutments
KW  - Jointless bridges
KW  - Soil structure interaction
KW  - Structural behavior
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850782
ER  - 

TY  - CONF
AN  - 01090116
AU  - Horvath, John S
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Integral-Abutment Bridges: Geotechnical Problems and Solutions Using Geosynthetics and Ground Improvement
PY  - 2005
SP  - pp 281-291
AB  - The integral abutment bridge (IAB) concept was developed at least as far back as the 1930s to solve long-term structural problems that can occur with conventional bridge designs. Unfortunately, the IAB concept as executed historically turns out to have its own inherent post-construction flaws. However, they are fundamentally of a geotechnical, not structural, nature. As a result, bridge engineers, who are more familiar with dealing with structural issues, have been slow to recognize the true source of IAB problems and develop appropriate permanent solutions for them. Thus IABs represent an interesting case study in soil-structure interaction that requires the coordinated attention of both structural/bridge and geotechnical engineers working as a multidisciplinary team if the concept is to be improved for better long-term performance. This paper is intended to be a contribution toward that goal and illustrates the potential use of modern geotechnolgies for IAB problem solving.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge design
KW  - Geosynthetics
KW  - Geotechnical engineering
KW  - Ground improvement
KW  - Jointless bridges
KW  - Soil structure interaction
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850789
ER  - 

TY  - CONF
AN  - 01090115
AU  - Wetmore, Jeffery T
AU  - Peterson, Bruce
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Case Study – Jointless Bridge Beltrami County State Aid Highway 33 Over Mississippi River in Ten Lake Township, Minnesota
PY  - 2005
SP  - pp 84-96
AB  - In "Climbing Mount Improbable" Richard Dawkins makes the observation that in nature, evolution makes use of existing structures and functions, while engineers seek a start with a clean piece of paper. The re-design Minnesota Bridge 04519 is an example of the natural, evolutionary process applied to an engineering problem. Expansion joint devices and bearings are among the most maintenance intensive and troublesome components of a bridge. Leaking joints lead to deterioration of other components, including reinforced concrete, beams, bearings and paint. Owners with limited maintenance budgets and staffs, seek to reduce the maintenance associated with these components. After completion of the final design and preparation of construction plans for Bridge Number 04519, the Beltrami County Engineer requested a change, based on his experience in another state. He asked to eliminate the expansion joints and use integral abutments on the bridge. He expected these changes would reduce maintenance. The case study of Minnesota Bridge Number 04519 illustrates a seldom-used approach, taking advantage of the existing bridge elements in developing a jointless bridge. Working with the County Engineer and consulting with the Minnesota Department of Transportation’s State Aid Bridge Engineer and the State Bridge Engineer, the designer proposed moving the expansion devices away from the abutments by tying the approach panels to the deck slab and providing a joint between the concrete approach panels and the bituminous roadway. The bridge has been in service approximately eight years. An inspection of the structure and examination of maintenance records, for the bridge and approach roadways, provide information about serviceability of the bridge and the degree of success at accomplishing the goal of reducing maintenance costs. While there may be bridges in other states that share similar details, the authors are not aware of any similar structures in Minnesota.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge design
KW  - Case studies
KW  - Jointless bridges
KW  - Low maintenance
KW  - Maintenance costs
KW  - Ten Lake Township (Minnesota)
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850750
ER  - 

TY  - CONF
AN  - 01090114
AU  - Mistry, Vasant C
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Integral Abutment and Jointless Bridges
PY  - 2005
SP  - pp 3-11
AB  - The most frequently encountered corrosion problem involves leaking expansion joints and seals that permit salt-laden run-off water from the roadway surface to attack the girder ends, bearings and supporting reinforced concrete substructures. Because neither the materials used nor the pains taken to mitigate joint leakage can fully resolve these problems, other options such as, the construction of jointless bridges, the use of integral or semi-integral abutments, and moving the joints beyond the bridges should be sought. Since 1987, numerous States have adopted integral abutment bridges as structures of choice when conditions allow. At least 40 States are now building some form of jointless bridges. While superstructures with deck-end joints still predominate, the trend appears to be moving toward integral. This paper presents some of the important features of integral abutment and jointless bridge design and some guidelines to achieve improved design. The intent of this paper is to enhance the awareness among the engineering community to use integral abutment and jointless bridges wherever possible.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge design
KW  - Guidelines
KW  - Integral abutments
KW  - Jointless bridges
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850715
ER  - 

TY  - CONF
AN  - 01090113
AU  - Conboy, Darren W
AU  - Stoothoff, Erik J
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Integral Abutment Design and Construction: The New England Experience
PY  - 2005
SP  - pp 50-60
AB  - The use of integral abutments has been expanding in New England. Historically, each of the New England states have used a variety of jointless bridges, such as rigid frames and 3-span structures with cantilevered end spans. Over the past 20 years the construction of “modern” integral abutment bridges has increased throughout the region. The purpose of this paper is to compare the design and construction practices used in each state. The limitations on use, design criteria and methodology and construction details of each are summarized and compared. In addition, issues that were encountered during construction and current performance and conditions are presented. Information on research and bridge instrumentation projects in the region is also summarized. All of the transportation agencies in New England have had favorable experiences with the performance of integral abutment bridges. As has been reported in other publications, there is a wide range of design and construction practices in use around the country. This is also true in New England. This paper will serve to confirm the understanding that regardless of the specific design philosophy and construction details, integral abutments perform well and should be used wherever possible.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge design
KW  - Construction management
KW  - In service performance
KW  - Instrumentation
KW  - Jointless bridges
KW  - New England
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850725
ER  - 

TY  - CONF
AN  - 01090112
AU  - Bonczar, Christine
AU  - Brena, Sergio F
AU  - Civjan, Scott A
AU  - DeJong, Jason
AU  - Crovo, Daniel
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Integral Abutment Pile Behavior and Design – Field Data and FEM Studies
PY  - 2005
SP  - pp 174-184
AB  - Pile behavior in integral abutment bridges can be very complex. Research being conducted at the University of Massachusetts, Amherst and funded by the Massachusetts Executive Office of Transportation and the Federal Highway Administration is addressing several key issues. The Orange-Wendell Bridge is used as a basis for the study. The Orange-Wendell Bridge is a three-span (270 ft total length) integral abutment bridge in central Massachusetts. Over 3 years of instrumented data and one year of bi-weekly manual pile inclinometer readings have been collected. Additional data from the time of construction is also included. Recorded ambient temperatures have ranged from approximately –10ºF (-23.3ºC) to 100ºF (37.8ºC). In addition, extensive nonlinear finite element modeling (FEM) has been performed to model bridge behavior. A parametric analysis was conducted on both 3-D and 2-D nonlinear FEM of the entire bridge structure. Pile elements included nonlinear geometric effects and nonlinear material properties. Nonlinear spring curves representing soil effects were included in the models at pile, pier and abutment locations. Additional models considered only equivalent length cantilever pile sections as are often used in design. Field data and modeling results specific to the following are addressed: pile deformations, moment at the top of abutment piles, properties of abutment and pile backfill materials, effects of pile yielding and pile design assumptions.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Backfill soils
KW  - Bridge abutments
KW  - Bridge design
KW  - Deformation
KW  - Field data
KW  - Field studies
KW  - Finite element method
KW  - Inclinometers
KW  - Jointless bridges
KW  - Mathematical models
KW  - Moments (Mechanics)
KW  - Orange (Massachusetts)
KW  - Piles (Supports)
KW  - Soil structure interaction
KW  - Temperature
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850770
ER  - 

TY  - CONF
AN  - 01090111
AU  - Perkun, John
AU  - Michael, Keith
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Design and Construction of Dual 630-foot, Jointless, Three-span Continuous Multi-girder Bridges in St. Albans, West Virginia, United States, Carrying U.S. Route 60 over the Coal River
PY  - 2005
SP  - pp 97-112
AB  - The aging bridge that carries U.S. 60 over the Coal River in St. Albans, West Virginia was programmed for replacement by the West Virginia Division of Highways (WVDOH) in the late 1990’s. In 2000, the WVDOH retained SAI Consulting Engineers, Inc. to design a replacement for the existing 570-foot, fivespan, riveted steel girder bridge. The existing bridge has four travel lanes and two 3-foot sidewalks. The existing superstructure consisted of three main girders with floorbeams and stringers, was on a 38-degree skew, and utilized sliding plate expansion dams at the two abutments. The replacement bridge would be wider than the existing bridge and would consist of four 12-foot travel lanes, a raised 4- foot center median, two 6-foot shoulder/bicycle lanes, two concrete parapets, and two 5-foot sidewalks (78'-7-1/2"). In accordance with standard WVDOH design policy, one of the primary goals of the project was to minimize or eliminate bridge joints where possible. During the preliminary span arrangement study phase, two types of replacement structures were studied: 1. One bridge that would carry the entire proposed 78'-7-1/2" cross-section. This alternative would consist of a 530-foot-long, three-span, continuous steel bridge with skewed (38-degree) abutments and piers; and 2. Two separate, parallel 39'-3-3/4"-wide bridges with perpendicular abutments and piers. Each bridge would be a 630-foot, three-span, continuous steel bridge. The use of perpendicular abutments and piers required these substructure units to be longitudinally offset by 30.5 feet. The foundations chosen for the piers (single-shaft, hammerhead type) were deep-drilled shafts bearing on bedrock. The drilled shafts were as deep as 60 feet and were particularly adaptable to the perpendicular substructure configuration chosen. The integral abutments were founded on a single row of steel H-piles with the weak axis of the pile oriented in the direction of the bridge movement. Special details were generated due to the jointless design, primarily to take care of bridge movements at the abutments and approach slabs. The bridge is currently under construction and is due for completion by December 2005.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge design
KW  - Drilled shafts
KW  - Girder bridges
KW  - Integral abutments
KW  - Jointless bridges
KW  - St. Albans (West Virginia)
KW  - Steel bridges
KW  - Steel piling
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850751
ER  - 

TY  - CONF
AN  - 01090110
AU  - Christou, Petros M
AU  - Hoit, Marc I
AU  - McVay, Michael C
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Soil Structure Analysis of Integral Abutment Bridges
PY  - 2005
SP  - pp 233-243
AB  - Integral Abutment Jointless Bridges (IAJB) are defined as simple or multiple span bridges in which the bridge deck is cast monolithically with the abutment walls. Different aspects such as good response under seismic loading, low initial costs, elimination of bearings and less maintenance make this kind of bridge very attractive for potential owners. The main issue related to the analysis of this type of structure is dealing with the soil-structure interaction of the abutment walls and the supporting piles. Other concerns include the transfer of stresses between the different parts of the structure under the application of dead and live loads under service or extreme events. For instance, lateral displacements due to thermal stresses may be considerable as a result of the monolithic nature of the structure. Also dynamic loads (seismic) or deformations may force a number of the structural components (piles, piers, etc) to have inelastic response. In addition, with a fixed pile head condition, lateral deformations/loads may introduce significant axial loads/deformations within the piles/shafts. Since the analysis of this kind of a structure is complex, the analytical model must be able to account for the nonlinear soil behavior as well as be able to model the nonlinear (i.e. inelastic) structural response for the collective bridge. This paper describes an alternate model that is proposed for the analysis of IAJB using the commercially available FB-MultiPier© software which provides the ability to model a bridge system (abutment to abutment) along with the foundation and the soil. The soil response is characterized by nonlinear springs (p-y for the lateral, t-z for the vertical and τ-θ for the torsional soil response). The material nonlinearity of the piles, intermediate piers and pile bents is handled with the implementation of a discrete element model incorporating nonlinear stress-strain response of the steel and concrete.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge abutments
KW  - Bridge piers
KW  - Deformation
KW  - Discrete element analysis
KW  - Dynamic loads
KW  - Inelastic response
KW  - Jointless bridges
KW  - Lateral displacement
KW  - Mathematical models
KW  - Nonlinearity
KW  - Piles (Supports)
KW  - Soil structure interaction
KW  - Thermal stresses
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850780
ER  - 

TY  - CONF
AN  - 01090109
AU  - Burdette, Edwin G
AU  - Howard, Samuel C
AU  - Ingram, Earl E
AU  - Deatherage, J Harold
AU  - Goodpasture, David W
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Behavior of Pile Supported Integral Abutments
PY  - 2005
SP  - pp 222-232
AB  - Two sets of field tests on integral abutments were preformed at the University of Tennessee in research sponsored by the Tennessee Department of Transportation (TDOT). Tests on concrete abutments supported by steel H-piles were followed by tests on prestressed concrete piles. The purpose of the tests was to evaluate the design criteria used by TDOT to design integral abutment bridges. The nation’s leader in the utilization of integral bridges, TDOT continues to extend the length limits of such bridges. The research described here provided realistic field data upon which to evaluate design criteria. Piles were driven into residual red clay soil. Concrete abutments were built on top of the piles to simulate the behavior of actual integral abutments. Lateral load was applied to the piles to induce horizontal displacements consistent with those that occur due to temperature change. Six abutments with steel piles and four with concrete piles were tested, first to the displacement limits corresponding to TDOT criteria, and then to displacements well beyond the current design limits. Tests to failure of two abutments with steel piles and one with concrete piles are particularly interesting. The test results showed that current TDOT design criteria for maximum horizontal displacement are conservative. The test data indicated that current criteria could be extended to accommodate somewhat larger displacements and correspondingly longer lengths for jointless bridges.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge design
KW  - Clay soils
KW  - Field data
KW  - Field tests
KW  - Horizontal displacement (Structures)
KW  - Integral abutments
KW  - Jointless bridges
KW  - Lateral loads
KW  - Piles (Supports)
KW  - Structural behavior
KW  - Temperature
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850777
ER  - 

TY  - CONF
AN  - 01090108
AU  - Oesterle, Ralph G
AU  - Volz, Jeffery S
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Effective Temperature and Longitudinal Movement in Integral Abutment Bridges
PY  - 2005
SP  - pp 302-311
AB  - Jointless bridges promote reduced maintenance costs, improved riding quality, lower impact loads, reduced snowplow damage to decks and approaches, and improved seismic resistance. In spite of many of these recognized benefits, the behavior of such structures is not yet fully understood, and nationally adopted design criteria are still lacking. This paper presents results from an experimental and analytical research program, funded by the Federal Highway Administration, on the behavior of jointless and integral abutment bridges. The experimental work included testing and monitoring of bridge models and a bridge structure in the field, tests of bridge components, and a field survey of fifteen jointless bridges. Experimental results have resolved many questions regarding environmental effects and long-term and time dependent loading in combination with live and dead load. The analytical work evaluated the response of jointless bridges with respect to various design parameters. The research indicated that analysis procedures can be used to adequately quantify the structural response if accurate material and environmental parameters are known. Simplified design procedures are recommended based on this research. A study of the effects of longitudinal bridge movement on jointless integral abutment bridges was a major focus of the research. A bridge will expand and contract from seasonal and diurnal variations in temperature and will contract with concrete creep and shrinkage strains. Piers and abutments must be designed to accommodate this movement, and the superstructure must be capable of carrying the forces induced by the stiffness of the piers and abutments. An important first step to understand the effect of longitudinal movement is to determine expected movement. Factors involved include an effective temperature range with seasonal and diurnal components. Diurnal components include daily shade temperature change and a solar effect. Other factors include the coefficient of thermal expansion, creep, shrinkage and restraint from piers and abutments. The overall variability of these factors causes uncertainty in the determination of bridge movements. Therefore the research program included studies to define appropriate temperature ranges for bridge design, dependent on location and type of bridge and to determine expected abutment and pier support movements and the potential variability of those movements.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge abutments
KW  - Bridge design
KW  - Bridge piers
KW  - Bridge superstructures
KW  - Coefficient of thermal expansion
KW  - Creep
KW  - Daily
KW  - Design methods
KW  - Field tests
KW  - Jointless bridges
KW  - Longitudinal movement
KW  - Monitoring
KW  - Seasonal variations
KW  - Shrinkage
KW  - Stiffness
KW  - Structural behavior
KW  - Temperature
KW  - Thermal expansion
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850811
ER  - 

TY  - CONF
AN  - 01090107
AU  - Husain, Iqbal
AU  - Huh, Ben
AU  - Low, John
AU  - McCormick, Mike
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Moose Creek Bridge – Case Study of a Prefabricated Integral Abutment Bridge in Canada
PY  - 2005
SP  - pp 148-160
AB  - This paper describes the design and construction issues of a single span prefabricated integral abutment bridge. The superstructure consists of precast prestressed girder/full depth deck elements and the substructure consists of precast abutment stem and wingwall units. The units were fabricated at the precast plant and transported to the site where they were assembled using closure strips. Integral abutment bridges are the most common type of bridges now used in Ontario. Moose Creek Bridge is the first integral abutment type bridge built in Ontario using the T-shaped prefabricated girder deck system. The abutments were made monolithic with the deck by casting concrete closure segments. Use of prefabricated bridge systems to construct bridges reduces construction time considerably and enhances the quality due to fabrication in a controlled environment. Prefabricated bridge systems also provide a number of other significant advantages such as reduced traffic impact, improved construction zone safety and less disruption to the environment. The Ontario Ministry of Transportation investigated the suitability of the T-shaped girders with closure concrete pours to connect the T-beams. Scaled models of the system were tested in the Ministry’s research lab and were found to behave adequately under static and cyclic load tests. It was decided to test the concept by constructing a prototype bridge and to evaluate construction issues and performance under site conditions. Moose Creek Bridge was selected due to its size, simplicity and construction schedule.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge construction
KW  - Bridge design
KW  - Case studies
KW  - Jointless bridges
KW  - Load tests
KW  - Ontario (Province)
KW  - Prefabricated bridges
KW  - Prototypes
KW  - T beams
KW  - T girders
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850759
ER  - 

TY  - CONF
AN  - 01090106
AU  - Maruri, Rodolfo F
AU  - Petro, Samer H
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Integral Abutments and Jointless Bridges (IAJB) 2004 Survey Summary
PY  - 2005
SP  - pp 12-29
AB  - Integral Abutment and Jointless Bridges (IAJB) have been used for decades and the criteria for using them and detailing has varied from state to state. The main advantage of IAJB is the elimination of joints, which after they start leaking, account for 70% of the deterioration that occurs at the end of girders, piers and abutment seats. The Federal Highway Administration (FHWA) promotes the usage of IAJB where appropriate, as one method of building bridges that will last 75- 100 years with minimal maintenance. In 1995 and 1996, FHWA in conjunction with the Constructed Facilities Center (CFC) at West Virginia University (WVU) conducted a survey and workshop about integral abutment bridges. In 2004, another survey was developed by FHWA and the CFC at WVU, using similar questions as the 1995 survey and incorporating additional questions, to obtain a status of usage and design for integral abutments and jointless bridges. The survey was distributed by AASHTO Subcommittee on Bridge and Structures to all 50 state departments of transportation (DOTs), District of Columbia DOT, Puerto Rico Highway and Transportation Authority and Federal Lands Highways Division (referred to as ‘states’ in the paper). This paper summarizes the responses received to date from the states. The survey was divided into different topic areas which included General Issues, Design and Details, Foundation, Abutment/Backfill, Approach Slabs, Retrofit (Jointed to Jointless), and Other Issues. Integral abutments, as defined in the survey and in this paper, refers to the monolithic construction of the abutment with the deck in order to eliminate the joints at the end of the bridge. This includes the use of full, semi-integral abutments and deck extensions. Jointless bridges refers to the elimination of joints at the piers through the usage of integral pier caps, continuous spans and continuous for live load construction. The purpose of the survey was to obtain a snapshot about the usage of IAJB from the states, their policy, their design criteria and other issues. The results of the survey are presented in this paper and will be used to disseminate information between states and help FHWA encourage the usage of IAJB.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge abutments
KW  - Bridge approaches
KW  - Bridge design
KW  - Bridge foundations
KW  - Integral abutments
KW  - Jointless bridges
KW  - State departments of transportation
KW  - Surveys
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850716
ER  - 

TY  - CONF
AN  - 01090105
AU  - Oesterle, Ralph G
AU  - Lotfi, Hamid R
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Transverse Movement in Skewed Integral Abutment Bridges
PY  - 2005
SP  - pp 312-322
AB  - Jointless bridges promote reduced maintenance costs, improved riding quality, lower impact loads, reduced snowplow damage to decks and approaches and improved seismic resistance. In spite of many of these recognized benefits, the behavior of such structures is not yet fully understood, and nationally adopted design criteria are still lacking. This paper presents results from an experimental and analytical research program, funded by the Federal Highway Administration, on the behavior of jointless and integral abutment bridges. The experimental work included testing and monitoring of bridge models and a bridge structure in the field, tests of bridge components and a field survey of fifteen jointless bridges. Experimental results have resolved many questions regarding environmental effects, and long-term and time dependent loading in combination with live and dead load. The analytical work evaluated the response of jointless bridges with respect to various design parameters. The research indicated that analysis procedures can be used to adequately quantify the structural response if accurate material and environmental parameters are known. Simplified design procedures are recommended based on this research. The analytical phase of the research program included a study of the effects of skew angle on the response of jointless integral abutment bridges to restrained longitudinal expansion. With skewed bridges, the soil passive pressure developed in response to thermal elongation has a component in the transverse direction. Therefore, skewed bridges respond to temperature change with both longitudinal and transverse movements. Analyses were carried out to demonstrate the relationships between skew angle and transverse forces on skewed abutments. These studies were conducted to provide procedures to either determine forces required to resist in-plane rotation of the superstructure associated with skew, or estimate expected movement of skewed abutments not specifically designed to restrain the movement. The analytical procedures were used to compare with results from a field study of a skewed bridge that was monitored as part of the experimental phase of the research program. These procedures were then used to perform a sensitivity study to demonstrate the relationship between transverse movement and longitudinal expansion for various skew angles and ratios of bridge length to width.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge design
KW  - Bridge superstructures
KW  - Design methods
KW  - Field tests
KW  - Jointless bridges
KW  - Monitoring
KW  - Skew angle
KW  - Skew bridges
KW  - Structural behavior
KW  - Temperature
KW  - Thermal expansion
KW  - Transverse movement
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850812
ER  - 

TY  - CONF
AN  - 01090104
AU  - Arockiasamy, M
AU  - Sivakumar, M
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Effects of Restraint Moments in Integral Abutment Bridges
PY  - 2005
SP  - pp 185-198
AB  - The integral abutment bridge concept has received considerable interest among bridge engineers owing to their enormous benefits due to elimination of expensive joints and reduced installation and maintenance costs. The superstructure of integral abutment bridges is made continuous through a composite cast-in-place concrete deck slab over prestressed concrete or steel girders and continuity diaphragms. The girders are often rigidly connected with the abutments. Restraint moments develop in the superstructure due to the continuity and time-dependent creep, shrinkage and thermal effects. This makes the design of integral abutment bridges different from other conventional bridges. There is a need to develop an analytical procedure to determine the secondary effects induced due to creep, shrinkage and temperature. The objective of this paper is to present the state-of-the-art on restraint moments in continuous precast prestressed girder bridges and its relevance to integral abutment bridges. Approximate and more rigorous methods are available to determine the effects of creep and shrinkage. The Portland Cement Association (PCA) method reports the influence of creep of the precast girders, and of the differential shrinkage between the precast girders and the situ-cast deck slab on continuity behavior. The Construction Technology Laboratories Inc. (CTL) approach was based on a series of computer simulations to study the effects of variation in time-dependent material behavior and variation in bridge design parameters on the resultant service moments in the bridge girders. A modified restraint-moment calculation method (P-method) was developed for full-span prestressed concrete form panels that accounts for the length and stiffness of the diaphragm, the different initiation time for creep and the restraint of cast-in-place concrete shrinkage. A flexibility based analytical tool was presented to predict time-dependent restraint moments and the effectiveness of the continuity connection under service live loads. Non-linear time-dependent analysis was reported to examine the design considerations for integral abutment bridges.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge design
KW  - Bridge superstructures
KW  - Continuous girder bridges
KW  - Creep
KW  - Jointless bridges
KW  - Moments (Mechanics)
KW  - Shrinkage
KW  - State of the art
KW  - Temperature
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850771
ER  - 

TY  - CONF
AN  - 01090103
AU  - Yannotti, Arthur P
AU  - Alampalli, Sreenivas
AU  - White, Harry Laurence
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - New York State Department of Transportation's Experience with Integral Abutment Bridges
PY  - 2005
SP  - pp 41-49
AB  - The New York State Department of Transportation (NYSDOT) has been using integral abutment bridges since the late 1970's. Since that time, the design methodology and details have been modified several times to improve performance. Semi-Integral abutments were introduced in 1998. Approximately 450 integral and semi-integral abutment bridges have been constructed in New York and thus far, their in-service performance has been excellent. They are the preferred abutment type for NYSDOT. This paper examines the evolution of the design and construction practices and explains the reasons for the modifications.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge design
KW  - Construction management
KW  - In service performance
KW  - Integral abutments
KW  - Jointless bridges
KW  - New York State Department of Transportation
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850724
ER  - 

TY  - CONF
AN  - 01090102
AU  - Frosch, Robert J
AU  - Wenning, Michael
AU  - Chovichien, Voraniti
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - The In-Service Behavior of Integral Abutment Bridges: Abutment-Pile Response
PY  - 2005
SP  - pp 30-40
AB  - Integral bridges have been used for many years across many regions of the country. However, empirical guidelines have often limited their use. While removal of limits imposed by these guidelines may be warranted, there are many questions regarding the behavior of these structures that remain unanswered. In particular, the interaction of the abutment, pile and soil remains uncertain. In Indiana, the decision to explore extension of the limits has resulted in a study to ascertain the in-service behavior of integral abutment bridges. Through several field instrumentations, new light is being shed on the behavior and performance of these bridges. The behavior of integral abutment bridges is concentrated in the response of the abutment-pile-soil system. Therefore, this response is the focus of this paper.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge design
KW  - Field studies
KW  - In service performance
KW  - Indiana
KW  - Jointless bridges
KW  - Soil structure interaction
KW  - Structural analysis
KW  - Structural behavior
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850718
ER  - 

TY  - CONF
AN  - 01090101
AU  - Weakley, Keith
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - VDOT Integral Bridge Design Guidelines
PY  - 2005
SP  - pp 61-70
AB  - The Virginia Department of Transportation (VDOT) developed a set of guidelines to address the design and detailing of jointless bridges. These guidelines address structural aspects and constructibility issues. Structural details are provided for incorporation into contract plans, and a commentary is provided to aid the designer in the selection and design of several types of jointless bridges.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge design
KW  - Guidelines
KW  - Jointless bridges
KW  - Virginia Department of Transportation
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850731
ER  - 

TY  - CONF
AN  - 01090100
AU  - Maberry, Steven
AU  - Camp, Jimmy D
AU  - Bowser, Joan D
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - New Mexico's Practice and Experience in Using Continuous Spans for Jointless Bridges
PY  - 2005
SP  - pp 125-135
AB  - This paper presents a cursory review of jointless bridge development in New Mexico. After briefly outlining some key settings in New Mexico, it classifies New Mexico jointless bridges into five recognizable types. Then the paper provides a brief review that uses a few project examples to illustrate problems faced in New Mexico jointless bridges and how some major details developed in different bridge types, to address these issues. The subject then turns to consider opportunities for quality improvement. The final paper account is a brief discussion of methods that might be used to address these problem opportunities.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge design
KW  - Continuous girder bridges
KW  - Integral abutments
KW  - Jointless bridges
KW  - New Mexico
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850756
ER  - 

TY  - CONF
AN  - 01090099
AU  - Hassiotis, Sophia
AU  - Lopez, Jose A
AU  - Bermudez, Ricardo
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Full-Scale Testing of an Integral Abutment Bridge
PY  - 2005
SP  - pp 199-210
AB  - An integral abutment bridge is designed to transfer the temperature and traffic-induced horizontal loading to its foundation. The mechanism eliminates bearings, which have been a source of expensive rehabilitation. Although integral abutments have been used successfully by many states, a nationally accepted design methodology does not exist for their design and construction. Instead, each highway department depends on the experience of its engineers to push the design envelope. The New Jersey Department of Transportation is in the process of revising its design specifications on integral bridges, and to this end, it is funding an extensive testing program to monitor the Scotch Road Integral Abutment Bridge. It is the intention in this paper to share some of the data that has been gathered for the past two years. In addition, some of the most relevant conclusions are discussed. Specifically, the authors are gathering data every two hours using 1) thermocouples to monitor temperature on the superstructure, 2) strain gages to measure bending moments on the piles supporting the abutment and axial stresses developed in the girders, and 3) pressure gages to measure the soil pressure variation behind the abutment and in the MSE wall. The authors are also monitoring the displacement, rotation and internal strains of the abutment. They have been witnessing an excellent correlation between the temperature and displacement. However, they have been measuring a steady build up of soil pressure behind the abutment.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bending moments
KW  - Bridge abutments
KW  - Bridge design
KW  - Bridge superstructures
KW  - Displacements (Structural)
KW  - Earth pressure
KW  - Field data
KW  - Field tests
KW  - Girders
KW  - Jointless bridges
KW  - Mechanically stabilized earth
KW  - Piles (Supports)
KW  - Pressure gages
KW  - Rotation
KW  - Strain gages
KW  - Stresses
KW  - Temperature measurement
KW  - Trenton (New Jersey)
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850772
ER  - 

TY  - CONF
AN  - 01090098
AU  - Huckabee, Preston A
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Plastic Design of Steel HP-Piles for Integral Abutment Bridges
PY  - 2005
SP  - pp 270-280
AB  - Integral abutment bridges (IAB) are slab or slab on stringer bridges incorporating abutments monolithic with the superstructure and generally founded on a single row of HP-piles to minimize the resistance to superstructure thermal movement. The piles are embedded into the abutment concrete sufficiently to rigidly connect at the pile head. The monolithic nature of the integral abutment to bridge superstructure connection, forces the abutments to move with the superstructure as it undergoes thermal movements. This movement of the superstructure induces stresses within the piles that can force them to deform inelastically. The rigid pile to abutment connection, and the fixity at the pile base due to soil embedment, causes the piles to behave as fixed-fixed columns translated at the top through a distance, Δ. In order to ensure adequate strength as piles undergo inelastic or plastic deformations, the Massachusetts Highway Department (MHD), Bridge Section, through its Bridge Quality Partnership, a public/private effort to develop bridge design standards, has developed a methodology for sizing pile sections, based on work by Greimann, et al, at Iowa State University. This design methodology utilizes a ductility based approach, in conjunction with the AASHTO Load Factor Design (LFD) column strength equation to size pile sections for use as foundations in integral bridges. This design methodology was released as part of the December, 1999 revisions to the Bridge Design Guidelines of the Massachusetts Highway Department Bridge Manual.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge design
KW  - Bridge foundations
KW  - Bridge superstructures
KW  - Design standards
KW  - Inelastic deformation
KW  - Jointless bridges
KW  - Piles (Supports)
KW  - Soil structure interaction
KW  - Thermal stresses
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850786
ER  - 

TY  - CONF
AN  - 01090097
AU  - Bonczar, Christine
AU  - Brena, Sergio F
AU  - Civjan, Scott A
AU  - DeJong, Jason
AU  - Crellin, Benjamin J
AU  - Crovo, Daniel
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Field Data and FEM Modeling of the Orange-Wendell Bridge
PY  - 2005
SP  - pp 163-173
AB  - The response of a three-span (270 ft total length) integral abutment bridge located in Orange, Massachusetts was evaluated through field monitoring and extensive two and three dimensional finite element modeling. This research project is being performed at the University of Massachusetts, Amherst and is funded by the Executive Office of Transportation and the Federal Highway Administration. Design assumptions and integral abutment bridge behavior are discussed by comparing measured field data with results from analytical models. The Orange-Wendell Bridge is instrumented with 85 gages for assessing bridge behavior. Thermal seasonal effects on the bridge were of primary interest. Over three years of data have been collected including abutment pressures, rotations and deflections as well as temperatures, pile strain and inclinometer readings. Only abutment deflection, rotation, backfill pressure and their interactions are discussed in this paper. It is shown that measured abutment rotations can constitute a significant component of the total longitudinal displacement of the superstructure. Behavioral differences in the soil-abutment interaction at the North and South abutments have been observed. The effects of rapid temperature changes occurring primarily in the spring on backfill pressures behind the abutments are also discussed.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge abutments
KW  - Deflection
KW  - Field data
KW  - Field studies
KW  - Finite element method
KW  - Jointless bridges
KW  - Mathematical models
KW  - Monitoring
KW  - Orange (Massachusetts)
KW  - Pressure
KW  - Rotation
KW  - Seasonal variations
KW  - Soil structure interaction
KW  - Thermal stresses
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850769
ER  - 

TY  - CONF
AN  - 01090096
AU  - Kutschke, Walter G
AU  - Grajales, Braulio
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - P-y Curves from Pressuremeter Testing at Kings Creek Bridge, WV Route 2, Hancock County, West Virginia
PY  - 2005
SP  - pp 292-301
AB  - This paper details the site characterization and lateral load analyses for the replacement of West Virginia State Route 2 over Kings Creek, Hancock County, West Virginia. The replacement structure consists of a 324-ft three span, prestressed concrete I-beam bridge that utilizes integral abutment construction. Pressuremeter testing was used to determine the in-situ modulus of elasticity of the bearing sandstone stratum for the development of site specific p-y data for lateral load analyses of the plumb, deep foundation system. This paper reviews the available information regarding laterally loaded large diameter bored piles socketed into weak rock and focuses on the development of p-y curves from pressuremeter data. The paper also presents two statistical procedures to analyze subsurface data that exhibits significant scatter.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bored piles
KW  - Bridge foundations
KW  - Field tests
KW  - Hancock County (West Virginia)
KW  - Jointless bridges
KW  - Lateral loads
KW  - Modulus of elasticity
KW  - P-Y curves
KW  - Pressure gages
KW  - Sandstones
KW  - Soil structure interaction
KW  - Statistical analysis
KW  - Subsurface data
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850790
ER  - 

TY  - CONF
AN  - 01090095
AU  - Shekar, Vimala
AU  - Aluri, Srinivas
AU  - GangaRao, Hota V S
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Integral Abutment Bridges with FRP Decks – Case Studies
PY  - 2005
SP  - pp 113-124
AB  - To allow free expansion and contraction between superstructure and abutments, the traditional construction method has incorporated joints and bearings. But during in-service life of bridges, these joints and bearings become potential places for accumulation of debris and deicing chemicals, thereby weakening concrete and corroding steel stringers leading to high life cycle cost including maintenance cost. As a way to reduce initial and maintenance cost, engineers recommend building bridges without joints. Hence, transportation departments of various states in the U.S. have been building integral abutment bridges since the 1960’s. Over the years, these jointless bridges have proven to be successful and have shown good performance. The Constructed Facilities Center at West Virginia University (CFC-WVU) has expertise in designing integral abutment bridges with traditional concrete decks and also fiber reinforced polymer (FRP) composite decks. In this paper, the in-service performance evaluations of two integral abutments bridges (i.e., Market Street and Laurel Lick) with FRP decks have been highlighted. In addition, the behavior of an integral abutment bridge with FRP composite deck is correlated with the behavior of a jointless concrete deck bridge.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge decks
KW  - Bridge design
KW  - Case studies
KW  - Fiber reinforced plastics
KW  - In service performance
KW  - Jointless bridges
KW  - Maintenance costs
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850754
ER  - 

TY  - CONF
AN  - 01090094
AU  - Jayakumaran, S
AU  - Bergmann, Michael
AU  - Ashraf, Syed
AU  - Norrish, Charles
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Case Study: A Jointless Structure to Replace the Belt Parkway Bridge Over Ocean Parkway
PY  - 2005
SP  - pp 73-83
AB  - This paper presents the design of a 65.8 m (216 ft) long three span continuous, jointless bridge using the semi integral abutment concept to relieve the substructures of most of the seismic forces. As part of their capital program, the New York City Department of Transportation (NYCDOT) proposed to replace the rapidly deteriorating Belt Parkway Bridge over Ocean Parkway in Brooklyn, New York in 1999. On the basis of a competitive selection process, the Granite Halmar (contractor)/ Gannett Fleming (designer) team was selected for this replacement project, under a Design-Build contract. The bridge carries the Belt Parkway, a regional corridor traveled by 166,000 vehicles daily, over Ocean Parkway, a scenic landmark in south Brooklyn. The existing bridge was a two span steel multi girder structure with a wall type center pier and full height reinforced concrete abutments. The proposed bridge is a three span structure, longer and wider to span over the proposed service roads on Ocean Parkway underneath and to accommodate full width shoulders on the bridge. The three spans are 18.9 m (62 ft.), 32.8 m (108 ft.) and 14.1 m (46 ft.), respectively, for a total length of 65.8 m (216 ft.). The abutments consist of a single row of pipe piles supporting a concrete cap beam, and the piers are multi column bents with concrete capbeams supported by minipiles. The design incorporated the semi integral abutment concept, with the backwall cast integrally with the deck and the deck joint moved over to the approach slab beyond the abutment. In addition, the bridge was made continuous for live load at the piers by introducing girder splices over the piers. The structure was fixed at the west pier and allowed to expand at all other supports. Under a regular design, the continuity in the superstructure along with the fixity only at one pier would have resulted in extensive seismic forces on that one pier. However, under this proposed semi integral abutment concept with the backwalls cast integrally with the deck, the passive pressure generated by the embankment behind the backwalls was utilized in absorbing the seismic forces, thereby reducing the resulting seismic forces at the fixed west pier. In addition to eliminating deck joints, the use of stainless steel reinforcement, and the use of precast (Inverset) deck elements considerably enhanced the service life of the bridge, beyond the 50-year life required by NYCDOT. Due to staging of construction, the superstructure of the first half the bridge was erected in ten days and the second half of the bridge was also completed in record time. The bridge replacement was completed by November 2004, a month ahead of the already aggressive schedule.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge design
KW  - Brooklyn (New York, New York)
KW  - Case studies
KW  - Design build
KW  - Earthquake resistant design
KW  - Integral abutments
KW  - Jointless bridges
KW  - Staged construction
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850740
ER  - 

TY  - CONF
AN  - 01090093
AU  - Hoppe, Edward J
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Field Study of Integral Backwall with Elastic Inclusion
PY  - 2005
SP  - pp 257-269
AB  - An integral bridge 100 m (331 ft) long was constructed with a layer of elasticized expanded polystyrene (EPS) 0.25 m (10 in) thick attached to the backwall. The bridge has been monitored for a period of 5 years following construction. Significantly attenuated lateral earth pressures have been recorded at the backwall. The settlement of the approach fill has been acceptable. Field data indicate that the elasticized EPS layer has been functioning effectively in allowing the superstructure to interact with the adjoining backfill material.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Backwall
KW  - Bridge superstructures
KW  - Expanded polystyrene
KW  - Field data
KW  - Integral bridges
KW  - Jointless bridges
KW  - Lateral earth pressures
KW  - Monitoring
KW  - Settlement (Structures)
KW  - Soil structure interaction
KW  - Trench backfill
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850783
ER  - 

TY  - CONF
AN  - 01090092
AU  - Liu, David
AU  - Magliola, Robert A
AU  - Dunker, Kenneth F
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Integral Abutment Bridges – Iowa and Colorado Experience
PY  - 2005
SP  - pp 136-147
AB  - Integral abutment or jointless bridges have many advantages over full height abutment or stub abutment bridges. They eliminate or reduce expansion joints in bridge superstructures. They also simplify design, detailing, and construction. For the last several years, Parsons has designed more than a dozen integral abutment bridges in Iowa and Colorado. In this paper, the Iowa and Colorado design criteria for integral abutment bridges are reviewed. Case studies of integral abutment bridges for several projects are presented. The girder types used in these projects are welded steel plate girders, prestressed concrete I-girders, prestressed box girders, and buried slab on prestressed concrete I-girders or box girders. A variety of foundation systems, such as end bearing H-piles, friction bearing H-piles, drilled shafts, a combination of H-piles (or W sections) and drilled shafts, or caisson walls are used in these bridges.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Box girders
KW  - Bridge design
KW  - Bridge foundations
KW  - Case studies
KW  - Colorado
KW  - Drilled shafts
KW  - H piles
KW  - I girders
KW  - Iowa
KW  - Jointless bridges
KW  - Plate girders
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850757
ER  - 

TY  - CONF
AN  - 01090091
AU  - Kerokoski, Olli
AU  - Laaksonen, Anssi
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Soil-Structure Interaction of Jointless Bridges
PY  - 2005
SP  - pp 323-336
AB  - In the research project presented in this paper the main subjects of interest are: earth pressures after cyclic abutment displacements, behavior of pavement near the abutments and bridge construction details. The instrumentation of Haavistonjoki Bridge at Tampere-Jyväskylä highway has been completed and is discussed in this paper. The results show, for example, that the behavior of large steel pipe piles under an integral abutment can be sufficiently predicted by structural calculations. The measured earth pressures on the bridge abutments were quite high because the backfill was well compacted.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge abutments
KW  - Bridge design
KW  - Displacement (Structural)
KW  - Earth pressure
KW  - Field studies
KW  - Instrumentation
KW  - Integral abutments
KW  - Jointless bridges
KW  - Pipe piles
KW  - Soil structure interaction
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850813
ER  - 

TY  - CONF
AN  - 01090090
AU  - West Virginia University, Morgantown
AU  - West Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Integral Abutment and Jointless Bridges (IAJB 2005), March 16-18, 2005, Baltimore, Maryland
PY  - 2005
SP  - 343p
AB  - These proceedings contain the papers from the 2005 conference on integral abutment and jointless bridges.  The papers are organized according to the conference session in which they were presented.  These sessions are as follows:  (I) Current Practices with Design Guidelines and Foundation Design; (II) Case Studies; (III) Maintenance and Rehabilitation; and (IV) Construction Practices.
U1  - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation
KW  - Bridge design
KW  - Bridge foundations
KW  - Bridge maintenance
KW  - Case studies
KW  - Conferences
KW  - Construction management
KW  - Guidelines
KW  - Jointless bridges
KW  - Maintenance
KW  - Rehabilitation (Maintenance)
KW  - State of the practice
UR  - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf
UR  - https://trid.trb.org/view/850704
ER  - 

TY  - RPRT
AN  - 01080548
AU  - Federal Highway Administration
TI  - Maintaining Traffic Sign Retroreflectivity (2005 Edition)
PY  - 2005///2005 Edition
SP  - 4p
AB  - Traffic signs provide an important means of communicating information to road users and signs need to be visible to be effective. This document provides supplemental information about the methods that can be used to maintain sign retroreflectivity at or above the Federal Highway Administration's  (FHWA's) proposed minimum maintained retroreflectivity levels.
KW  - Highway traffic control
KW  - Maintenance
KW  - Maintenance practices
KW  - Retroreflectivity
KW  - Traffic signs
KW  - Visibility
UR  - http://www.ttap.mtu.edu/publications/2007/MaintainingTrafficSignRetroreflectivity2005.pdf
UR  - https://trid.trb.org/view/839622
ER  - 

TY  - CONF
AN  - 01076751
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - Federal Highway Administration
TI  - The AASHTO-FHWA Freight Transportation Partnership. Synthesis of Findings from the AASHTO/FHWA Survey, Web Casts, and Conference
PY  - 2005///Final Report
SP  - 55p
AB  - This paper describes how the American Association of State Highway Transportation Officials (AASHTO) and the Federal Highway Administration (FHWA) co-hosted a meeting of State Department of Transportation (DOT) freight officials, FHWA Division Office staff, and U.S. DOT headquarters staff, as well as private sector representatives, on April 26-27, 2005 in Columbus, Ohio. The objective of the conference was to define a position description framework for a State-Level Freight Coordinator(s) through the identification of the: (1) roles and responsibilities of a State-Level Freight Transportation Coordinator; (2) skill sets required for the Freight Transportation Coordinator position; and (3) organizational and institutional issues that need to be addressed to better advance freight transportation projects more effectively. Between 2000 and 2002, the FHWA Office of Freight Management and Operations (HOFM) conducted extensive outreach with freight stakeholders from both the public and private sectors in order to learn what was needed to enable freight transportation projects to better compete in the project selection process. The responses heard emphasized the need for better coordination and cooperation between the public and private sectors, new mechanisms for financing freight projects (innovative financing), better data and use of that data, and better professional capacity building. Additionally, the freight community expressed that having someone or several people within each state dedicated to making freight transportation improvements will be a necessity in order to spearhead these improvements. In response to the freight transportation improvement challenges being faced and the feedback from the outreach events, the U.S. Department of Transportation (DOT) included a provision for a State-Level Freight Coordinator in its proposed bill for surface transportation reauthorization, the "Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2003" (SAFETEA). Whether or not the position is actually included once SAFETEA is passed, FHWA and AASHTO both recognize the need for someone of a similar position in each state to help plan and operate a transportation system that accommodates freight movement needs.  To set the stage for the Ohio conference, in February 2005, AASHTO conducted a survey of freight professionals in State DOTs to learn about their perspectives on freight transportation priorities and needs. Similarly, FHWA conducted a survey of FHWA Division Office professionals focused on freight transportation. Two online WebEx conferences were held to discuss the results of the survey and shape the agenda for the Columbus conference.
U1  - The AASHTO-FHWA Freight Transportation Partnership.  Synthesis of Findings from the AASHTO/FHWA Survey, Web Casts, and ConferenceAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationColumbus,OH,United States StartDate:20050426 EndDate:20050427 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration
KW  - American Association of State Highway and Transportation Officials
KW  - Cargo handling equipment
KW  - Coordination
KW  - Freight operators
KW  - Freight traffic
KW  - Freight transportation
KW  - Partnerships
KW  - Public private partnerships
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Surveys
KW  - U.S. Federal Highway Administration
KW  - Websites (Information retrieval)
UR  - http://ops.fhwa.dot.gov/freight/documents/freight_partnership/index.htm
UR  - https://trid.trb.org/view/825907
ER  - 

TY  - RPRT
AN  - 01075508
AU  - Federal Highway Administration
TI  - United States Highway 12, US 12/WIS 26 North Fort Atkinson Interchange to Whitewater bypass, Rock and Jefferson counties : environmental impact statement
PY  - 2005///Volumes held: Draft
KW  - Environmental impact statements
KW  - Wisconsin
UR  - https://trid.trb.org/view/834902
ER  - 

TY  - RPRT
AN  - 01075477
AU  - Federal Highway Administration
TI  - MD 32 planning study, from MD 108 to Interstate 70, Howard County : environmental impact statement
PY  - 2005///Volumes held: Final
KW  - Environmental impact statements
KW  - Maryland
UR  - https://trid.trb.org/view/834871
ER  - 

TY  - RPRT
AN  - 01075414
AU  - Federal Highway Administration
TI  - Southeastern Parkway and Greenbelt location study, cities of Chesapeake and Virginia Beach, Virginia : environmental impact statement
PY  - 2005///Volumes held: Draft
KW  - Environmental impact statements
KW  - Virginia
UR  - https://trid.trb.org/view/834808
ER  - 

TY  - RPRT
AN  - 01075381
AU  - Federal Highway Administration
TI  - United States Highway (USH) 41, Oconto to Peshtigo, Marinette and Oconto counties : environmental impact statement
PY  - 2005///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Wisconsin
UR  - https://trid.trb.org/view/834775
ER  - 

TY  - RPRT
AN  - 01075371
AU  - Federal Highway Administration
TI  - Tri-county Parkway Location study, Prince William, Fairfax, and Loudoun counties : environmental impact statement
PY  - 2005///Volumes held: Draft
KW  - Environmental impact statements
KW  - Virginia
UR  - https://trid.trb.org/view/834765
ER  - 

TY  - RPRT
AN  - 01075259
AU  - Federal Highway Administration
TI  - 11400 South study area : environmental impact statement
PY  - 2005///Volumes held: Draft, Dapp, Final
KW  - Environmental impact statements
KW  - Utah
UR  - https://trid.trb.org/view/834653
ER  - 

TY  - RPRT
AN  - 01075240
AU  - Federal Highway Administration
TI  - Eastern Corridor multi-modal projects, Hamilton and Clermount counties : environmental impact statement
PY  - 2005///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Ohio
UR  - https://trid.trb.org/view/834634
ER  - 

TY  - RPRT
AN  - 01075178
AU  - Federal Highway Administration
TI  - US 33, Nelsonville Bypass, Hocking and Athens counties : environmental impact statement
PY  - 2005///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Ohio
UR  - https://trid.trb.org/view/834572
ER  - 

TY  - RPRT
AN  - 01075149
AU  - Federal Highway Administration
TI  - I-69 section of independent utility 13, El Dorado to McGehee : environmental impact statement
PY  - 2005///Volumes held: Draft, F
KW  - Arkansas
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834543
ER  - 

TY  - RPRT
AN  - 01075127
AU  - Federal Highway Administration
TI  - Fernan Lake Road safety improvement project, Koontenai County : environmental impact statement
PY  - 2005///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Idaho
UR  - https://trid.trb.org/view/834521
ER  -