The objective of this project is to develop a specific research plan for the first F-SHRP program area dealing with "Renewal". In Project 20-58(1), a detailed research plan will be developed for the F-SHRP Renewal Topic: "Accelerating the Renewal of America's Highways." The overall research program goal for this topic is to develop a consistent, systematic approach to performing highway renewal that is rapid, causes minimum disruption, and produces long-lived facilities. This work will produce a recommended research plan that gives further definition to the general description contained in Chapter 4 of Special Report 260. The research plan shall delineate the specific research projects and other activities required to achieve the overall goal of the research program area. Individual projects are defined as those parts of each research program area that can be performed efficiently under separate contracts. The research plan shall contain a detailed description of each research project, including the tasks, levels of effort, required resources and special expertise, schedules, budgets, and anticipated deliverables. The plan shall also include activities necessary to address nontechnical issues or potential barriers to implementation and shall show the interrelationships of the projects, the timing and sequencing of each, and the assumptions and dependent conditions for each project. A work-flow diagram shall be used to further describe the sequencing and relationships of the projects. TRB staff will work with the contract agency to identify relationships among the four F-SHRP program areas regarding research projects, schedules, and resources. It is imperative that the research plan be strategic in its approach, identifying research with the greatest potential to make significant advances in achieving highway renewal that is performed rapidly, causes minimum disruption, and produces long-lived facilities. The design of the research plan shall take into account the entire highway delivery process i.e., financing planning, design, construction, and maintenance) and examine the gains that can be made toward the desired goal through improvements in each phase of the process. It is important that all segments of the project delivery process, whether traditionally managed by the public or private sectors, be included in this examination. Research may be proposed in any number of areas, so the approach to developing the research plan should include, but not be limited to, consideration of areas such as: advanced technologies, public participation, innovative methods, advanced materials, nonintrusive repair and rehabilitation, construction methods and equipment, financing, contracting, and privatization. The research shall address both urban and rural areas, including urban street network renewal. The research plan should include and reflect an in-depth review of relevant efforts in the United States and abroad and should incorporate promising technologies, including technological solutions that may be productively transferred from other industries. It may be necessary to modify some of the suggested approaches and technologies indicated in Special Report 260. Additional definition of the research program is required.
The objective of this project was to develop a specific research plan for the Future Strategic Highway Research Program (F-SHRP) Reliability Topic: Providing a Highway System with Reliable Travel Times. The scope of this effort, as well as the overall F-SHRP, is described in TRB Special Report 260, Strategic Highway Research: Saving Lives, Reducing Congestion, Improving Quality of Life. To accomplish the project objective, the following tasks are envisioned: (1) Characterize the factors that reduce the reliability of travel times and estimate the impact of each. (2) Develop a draft research plan for review by the oversight panel. (3) Conduct a stakeholder workshop to gather additional feedback on the draft research plan. (4) Revised the plan based on the panel comments and workshop results. Meet with the panel to review the revised plan. (5) Submit the draft final research plan for panel review. (6) Revise the research plan and submit the final version.
The objective of this project is to develop a specific research plan for the fourth F-SHRP program area dealing with "Capacity." In Project 20-58(4), a detailed research plan will be developed for the F-SHRP Capacity Topic: Providing Highway Capacity in Support of the Nation's Economic, Environmental, and Social Goals. The overall research program goal for this topic is to develop approaches and tools for systematically integrating environmental, economic, and community requirements into the analysis, planning, and design of new highway capacity. Given anticipated growth in population and travel and a projected doubling of truck tonnage by 2020, selected additions to highway capacity are warranted. However, provision of new highway capacity must explicitly consider the relationships between highways and the economy, communities, and the environment. F-SHRP will formulate an integrated, systems-oriented approach to highway development that encompasses engineering, economic, environmental, social, and aesthetic considerations, and uses appropriate tools and technologies to integrate these considerations in a systematic way throughout the highway development process. The research plan shall delineate the specific research projects and other activities required to achieve the overall goal of the research program area. Individual projects are defined as those parts of each research program area that can be performed efficiently under separate contracts. The research plan shall contain a detailed description of each research project, including the tasks, levels of effort, required resources and special expertise, schedules, budgets, and anticipated deliverables. The plan shall also include activities necessary to address nontechnical issues or potential barriers to implementation and shall show the interrelationships of the projects, the timing and sequencing of each, and the assumptions and dependent conditions for each project. A work-flow diagram shall be used to further describe the sequencing and relationships of the projects. TRB staff will work with the contract agency to identify relationships among the four F-SHRP program areas regarding research projects, schedules, and resources.
Transportation Research Board's (TRB's) Transit Cooperative Research Program (TCRP) Synthesis 66: Fixed-Route Transit Ridership Forecasting and Service Planning Methods examines the state of the practice in fixed-route transit ridership forecasting and service planning. The report also explores forecasting methodologies, resource requirements, data inputs, and organizational issues. In addition, the report analyzes the impacts of service changes and reviews transit agency assessments of the effectiveness and reliability of their methods and of desired improvements.
KW - Fixed routes KW - Forecasting KW - Methodology KW - Public transit KW - Reliability KW - Research projects KW - Ridership KW - Service planning KW - Websites (Information retrieval) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=198 UR - https://trid.trb.org/view/1230977 ER - TY - ABST AN - 01460684 TI - Rapid Portland Cement Concrete Pavement Construction and Long-Term Performance AB - Rehabilitation of pavements in high traffic/urban areas requires concrete mixtures that can achieve necessary strengths for opening in 24-48 hours. These mixtures must be durable, yet must also be able to be placed by normal construction crews using conventional equipment. Guidelines must be developed for specifying and achieving robust, durable concrete mixtures that reach necessary early strengths. These mixtures should also match or exceed the long-term performance characteristics of existing Washington State Department of Transportation (WSDOT) concrete. The research will enable WSDOT to make the best choice of concrete mixes for upcoming projects in the Puget Sound urban area. KW - Concrete mixing KW - Concrete pavements KW - Durability KW - Guidelines KW - Pavement performance KW - Portland cement concrete KW - Puget Sound Region KW - Research projects KW - Strength of materials KW - Traffic volume UR - https://trid.trb.org/view/1228902 ER - TY - ABST AN - 01460677 TI - Identification and Analysis of Pedestrian Risk Locations AB - The prevention of pedestrian accidents is a paramount concern to Washington State Department of Transportation (WSDOT). This is because pedestrian accidents, once they occur, often result in the highest severity level (14% of all fatalities). WSDOT has been successful in developing models of risk and this research will build on that success. The proposed models will be used to determine the causal factors of pedestrian accidents and to identify locations with high probability of accidents and possible corrective actions. The first phase of this research found a statistically significant relationship between transit stops and pedestrian accidents. The second phase will complete the project by developing a tool to identify and analyze high-risk locations, causal factors and possible corrective actions for pedestrians and ensure WSDOT is investing in pedestrian improvements that will have the greatest impact. KW - Crash severity KW - Crashes KW - Fatalities KW - High risk locations KW - Improvements KW - Pedestrian-vehicle crashes KW - Research projects KW - Risk analysis KW - Transit safety UR - https://trid.trb.org/view/1228895 ER - TY - ABST AN - 01458553 TI - Long-Term Field Monitoring and Performance of Paving Fabric Interlayer Systems to Reduce Reflective Cracking AB - The conclusions and recommendations from Phase I State Study No. 174, Potential Applications of Paving Fabrics to Reduce Reflective Cracking, substantiated the development of this project. The primary objective is to conduct long-term monitoring of the performance of a flexible pavement which includes a paving fabric between the in-situ pavement and an HMA overlay. A comprehensive testing, monitoring, and analysis program is proposed, where twelve 500-ft pavement test sections are constructed on an existing two-lane highway, and then monitored for seven years. Particular attention is directed towards investigating the influence of overlay thickness on long-term performance. A comparison between the performance of paving fabric treatment systems for milled and non-milled surfaces, as well as a comparison between the performance of paving fabrics on sealed and non-sealed surfaces will be reported. In addition, a cost-benefit analysis will be performed to develop total life cycle costs for each section. This project, by accomplishing the above objectives, will provide a fundamental understanding of the behavior of paving fabric systems to reduce reflective cracking, and will offer practicing engineers a valuable alternative for more effective schemes during pavement rehabilitation strategies. KW - Fabrics KW - Field studies KW - Flexible pavements KW - Hot mix asphalt KW - Mississippi KW - Monitoring KW - Pavement cracking KW - Paving materials KW - Research projects UR - https://trid.trb.org/view/1226764 ER - TY - ABST AN - 01458552 TI - In-House Support to State Study No. 184 AB - This study will be conducted to support the proposed study "Long-Term Field Monitoring and Performance of Paving Fabric Interlayer Systems to Reduce Reflective Cracking." The required tasks include: (1) FWD field testing and evaluation of requisite overlay of proposed pavement for inclusion in Phase II study; (2) Operation of the MDOT profiler to obtain video images of the pavement surface one time prior to construction of the twelve test sections and nine times subsequent to construction; (3) Mapping of cracks on the video logs for submission to Jackson State University; (4) Traffic control will be required to facilitate FWD testing by MDOT and pavement coring operations by Burns, Cooley, & Dennis, Inc.; and (5) Review of one construction report, three progress reports, and one final report. KW - Fabrics KW - Mississippi KW - Pavement cracking KW - Pavement design KW - Pavement layers KW - Pavements KW - Paving materials KW - Research projects UR - https://trid.trb.org/view/1226763 ER - TY - ABST AN - 01458551 TI - Consultant Support to State Study No. 184 AB - This project will provide consultant support to the proposed study "Long-Term Field Monitoring and Performance of Paving Fabric Interlayer Systems to Reduce Reflective Cracking." The required tasks include: (1) Provide guidance on selection of paving fabric; (2) Provide guidance regarding paving fabric construction for inclusion in construction bid documents; (3) Monitor construction of test sections; (4) Perform requisite coring of pavement test sections; and (5) Review the construction report, three progress reports and the final report. KW - Fabrics KW - Field studies KW - Mississippi KW - Monitoring KW - Pavement cracking KW - Pavement performance KW - Pavements KW - Research projects UR - https://trid.trb.org/view/1226762 ER - TY - ABST AN - 01458505 TI - User Guidelines and Risk Assessment Tools for Waste and By-Product Materials AB - No summary provided. KW - Environmental protection KW - Guidelines KW - Materials KW - Research projects KW - Risk assessment KW - Tools KW - Waste products KW - Waste products UR - https://trid.trb.org/view/1226716 ER - TY - RPRT AN - 01618693 AU - O'Connor, James T AU - Gibson, G Edward AU - Migliaccio, Giovanni C AU - Shrestha, Pramen P AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Organizational Structures and Communications on the SH 130 Project PY - 2005/10 SP - 123p AB - This product summarizes the findings from research analyzing SH 130, a 49-mile-long toll road in Central Texas, organizational structures and communication flows. A set of guidelines pertaining to team organization and communication improvement and the design-build (DB) environment is also included. This report is comprised of five chapters and seven appendices. Chapter 1 provides as introduction. Chapter 2 focuses on background issues on DB project organization and communication and includes a brief literature review. Chapter 3 lays out the research methodology. Chapter 4 presents analysis of findings, including a set of guidelines pertaining to team organization and communication improvement in the DB environment. Potential lessons learned as related through interviews are also identified. Chapter 5 summarizes the findings and recommendations of this research report. KW - Communication KW - Design build KW - Design teams KW - Guidelines KW - Organizational structure KW - Recommendations KW - Road construction KW - Texas KW - Toll roads UR - http://ctr.utexas.edu/wp-content/uploads/pubs/0_4661_P3.pdf UR - http://ntl.bts.gov/lib/60000/60500/60525/0_4661_P3.pdf UR - https://trid.trb.org/view/1436710 ER - TY - ABST AN - 01462868 TI - Research for AASHTO Standing Committee on Highways. Task 201. Use of Warranties in Highway Construction AB - This study will summarize state practices, conduct a forum, and recommend a strategy for implementing warranties in highway construction. As was pointed out previously, research in the area of pavement warranties is being conducted under NCHRP Project 10-68, Guidelines for the Use of Highway Pavement Warranties. The objective of Project 10-68 is to develop guidelines for the project-level application of pavement warranties. Given the similar nature of work, the decision was made to incorporate Project 20-07(201) into the initial phase of Project 10-68. A proposal for this research was received in September 2005 and subsequently approved by the panel. The contract for Project 10-68 was modified in November 2005; a meeting of NCHRP staff and the study team was held in Washington, DC in March, 2006. KW - Construction KW - Highways KW - Implementation KW - National Cooperative Highway Research Program KW - Pavements KW - Research projects KW - Strategic planning KW - Warranty UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1217 UR - https://trid.trb.org/view/1231092 ER - TY - RPRT AN - 01386802 AU - Garber, N J AU - Miller, J S AU - Yuan, B AU - Sun, Xiao AU - United States. Federal Highway Administration (FHWA). Office of Safety TI - Safety effects of differential speed limits on rural interstate highways PY - 2005/10 IS - FHWA-HRT-05-042 SP - 89p KW - Accident rate KW - Automobiles KW - Car KW - Crash rates KW - Heavy vehicle KW - Heavy vehicles KW - Highway KW - Highway safety KW - Highways KW - Impact studies KW - Impact study KW - Road safety KW - Road safety (engineering and vehicles) KW - Rural highways KW - Rural road KW - Speed limit KW - Speed limits KW - Statistical analysis KW - Statistical analysis KW - Usa UR - http://www.fhwa.dot.gov/publications/research/safety/05042/ UR - https://trid.trb.org/view/1154565 ER - TY - RPRT AN - 01118258 AU - Gordon, Robert L AU - Tighe, Warren AU - Dunn Engineering Associates AU - Federal Highway Administration TI - Traffic Control Systems Handbook (2005 Edition) PY - 2005/10//2005 Edition SP - 369p AB - The 2005 edition of "Traffic Control Systems Handbook" updates the 1996 edition (FHWA-SA-96-032). It serves as a basic reference in planning, designing and implementing traffic control systems. Specific chapters include introduction, summary of available and emerging traffic control system technology, control concepts for urban and suburban streets (traffic control parameters, descriptions of traffic control concepts and their application), a brief summary of control and management concepts for freeways, traffic detectors, local controller operation, traffic control system architectures, a brief summary of traffic control system communications, traveler information systems, the processes required for selection of a system, design and implementation, and systems management. The Handbook concludes with a discussion of intelligent transportation systems (ITS) plans and programs. The "Traffic Control Systems Handbook" references other FHWA handbooks for more detailed information on freeway management, communications, and traffic detectors. KW - Communication systems KW - Freeways KW - Handbooks KW - Highway traffic control systems KW - Implementation KW - Intelligent transportation systems KW - Management KW - Planning and design KW - Streets KW - System architecture KW - Technological innovations KW - Traffic signal controllers KW - Traveler information and communication systems KW - Vehicle detectors UR - http://www.ops.fhwa.dot.gov/publications/fhwahop06006/fhwa_hop_06_006.pdf UR - http://ntl.bts.gov/lib/30000/30800/30815/fhwa_hop_06_006.pdf UR - http://ntl.bts.gov/lib/38000/38800/38813/fhwa_hop_06_006.pdf UR - https://trid.trb.org/view/878030 ER - TY - RPRT AN - 01108611 AU - Osborne, Leon AU - Brummond, Jeffrey AU - Hart, Robert D AU - Zarean, Mohsen AU - Conger, Steven M AU - Iteris, Incorporated AU - Meridian Environmental Technology, Incorporated AU - Federal Highway Administration TI - Clarus: Concept of Operations PY - 2005/10//Final Report SP - 130p AB - The Clarus Initiative establishes a vision for the leveraging of local and regional road/route weather observations to serve a greater community and enhance 21st century transportation operations. Its goal is to provide broader weather information support for surface transportation system operators in their efforts to improve safety, reliability and security of transportation users. The Clarus Initiative consists of two development components. The first component is the development of the Clarus System – a network for sharing, quality controlling, and exchanging surface environmental data and relevant surface transportation conditions. The second component is the development of tools (such as decision support systems) that make effective use of the Clarus System. This document provides a high-level definition of how the system works. The focus of the Concept of Operations is establishing an understanding of the needs of the various stakeholders representing different weather data use market segments or groups and how the Clarus System can be structured to meet the users’ stated needs. They exhibit different surface transportation weather data needs based on content, timeliness, level and type of value added processing, reliability, and other related criteria. Central to this document are examples of functional scenarios for many of the market segments that will be served by the system. Each scenario is described in a narrative text and should be evaluated along with the overall Clarus Framework Scenario that includes an illustrated Use Case Diagram and a Sequence Diagram to model the typical concepts anticipated to exist in the application of Clarus System data. KW - Clarus KW - Environmental policy KW - Environmental sensor stations KW - Ground transportation KW - Highway operations KW - Road weather information systems KW - Transportation planning KW - Weather conditions UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14158.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14158_files/14158.pdf UR - https://trid.trb.org/view/868582 ER - TY - RPRT AN - 01103357 AU - Surdahl, Roger W AU - Woll, J Heather AU - Marquez, Rick AU - Federal Highway Administration TI - Road Stabilizer Product Performance: Buenos Aires National Wildlife Refuge PY - 2005/10//Final Report SP - 78p AB - Six different soil stabilizers were individually applied each on a 1.6 km (1mi) section to a depth of 150 mm (6 in) at the Buenos Aires National Wildlife Refuge in south central Arizona. These six products were monitored at 6- month intervals for a period of 2 years. Visual evaluation included effectiveness in controlling dust, washboarding, and raveling. Materials tests and evaluation included Moisture/Density, Gradation, Liquid Limit, Plastic Limit, R-Value, CBR, and silt loading. Final analysis included an overall ranking of the six materials and their performance. Roadway stabilization or dust abatement products are classified into the following seven basic categories: 1. Water, 2. Water absorbing, 3. Organic Petroleum, 4. Organic Non-petroleum, 5. Electrochemical, 6. Synthetic Polymer, 7. Clay Additives. For this specific semi-arid desert location and non-plastic roadway material, the best performing product was a formulation of an organic non-petroleum plus water absorbing material. KW - Buenos Aires National Wildlife Refuge (Arizona) KW - Deserts KW - Dust control KW - Dust palliatives KW - Materials tests KW - Performance KW - Product evaluation KW - Semi-arid regions KW - Soil stabilization KW - Unpaved roads UR - http://www.cflhd.gov/programs/techDevelopment/materials/buenosaires/documents/01_road_stabilizers_buenos_aires_entire_document.pdf UR - https://trid.trb.org/view/860737 ER - TY - RPRT AN - 01074536 AU - Federal Highway Administration TI - Springdale Northern Bypass, U.S. Highway 412, Washington and Benton counties : environmental impact statement PY - 2005/10//Volumes held: Draft, Dsup, F KW - Arkansas KW - Environmental impact statements UR - https://trid.trb.org/view/833930 ER - TY - RPRT AN - 01051949 AU - Persad, Khali R AU - Walton, C Michael AU - Wilke, Julie AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Alternatives to Non-Compete Clauses in Toll Development Agreements PY - 2005/10//Technical Report SP - 114p AB - Private investors in toll roads sometimes request restrictive covenants such as non-compete clauses, which could prevent the public sector from adding capacity in the region for the life of the toll agreement. This research project examined 20 case studies of toll agreements in the United States and internationally, and developed a set of best practices, which provide alternatives to non-compete clauses. In addition to this research report, three research products were generated. The first product, 5020-P1, is a detailed set of guidelines on best practices in toll agreements. The second product, 5020-P2, is a brochure summarizing alternatives to non-compete clauses. The third product, 5020-P3, is a PowerPoint presentation and accompanying speaker notes outlining the results of this research. These products provide the Texas Department of Transportation with an effective set of strategies relating to competition between tolled and non-tolled roads, for possible incorporation into future toll project agreements. KW - Best practices KW - Case studies KW - Competition KW - Contracts KW - Noncompete clause KW - Private enterprise KW - Strategic planning KW - Toll roads KW - United States UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5020_1.pdf UR - https://trid.trb.org/view/811281 ER - TY - RPRT AN - 01045511 AU - George, K P AU - University of Mississippi, University AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Soil Stabilization Field Trial PY - 2005/10//Final Report SP - 68p AB - A five-year study was initiated seeking materials/additives and procedures that help to mitigate crack susceptibility in cement-treated material (CTM). A field test program of six 305-m (1000-ft) test sections was implemented in August 2000. The following additives/procedures were included for investigation: (1) 5.5% cement additive (control section), design based on a reduced strength criteria; (2) 5.5% cement precracked 24 to 48 hours after finishing; (3) 5.5% cement precut (grooved) every 3 m (10 ft); (4) 3.5% cement with 8% fly ash (CFA); (5) 6% ground granulated blast furnace slag (GGBFS) with 2% lime admixture (LGBFS); and (6) 3% lime and 12% fly ash, stabilization technique used by Mississippi Department of Transportation (MDOT) (LFA). First interim report covering the first phase of investigation/monitoring during the 28-day period was submitted on April 21, 2001. Two layers of hot mix asphalt (HMA) – 110 mm (4.5 in.) base, 60 mm (2.25 in.) polymer modified binder – were placed over the stabilized layer beginning September 21, 2000, followed by the second field monitoring on November 13, 2001. Field tests included deflection tests employing Falling Weight Deflectometer (FWD), retrieval of 100-mm (4-in.) cores for compression tests, and a manual crack survey. The results were presented in Interim Report II. On June 16, 2003, (nominally 3 years) the test sections were monitored; this time again deflection test employing FWD, and a manual crack survey. Prior to the June 2003 survey, a 50-mm (2-inch) polymer modified surface course was placed, with the road opening to traffic on July 8, 2002. Nominally five years after construction, again deflection tests deploying FWD (December 1, 2004), compression tests on 102-mm (4-in.) cores and a manual crack survey (March 8, 2005) were conducted. Presented in this final report are, (i) the results of deflection analysis and moduli of layers (ii) the compressive strength results of 102-mm (4-in.) diameter cores, and (iii) the crack survey results. Backcalculation of moduli from deflection data was accomplished by deploying MODULUS v.6, with pavement modeled as a four-layer system and in few cases, as a three-year system as well. The backcalculated results show that the moduli of all of the sections, except that of the cement-fly ash (CFA), increased steadily from 28 days to 1654 days. In CFA, however, the modulus was not only relatively low but it also leveled off after 440 days. In the LFA section, modulus remained significantly low in the beginning and continued at a low level over the five-year period. Unconfined compressive strength (UCS) determined from 102-mm (4-in.) diameter cores consistently increased with time in all of the six mixes. The strength gain of the 5.5% cement control mix leveled off after 440 days, thus not attaining the target strength of 2070 kPa (300 psi). Lime-fly ash mix strength was indeed low compared to those of the other mixes. With 220 mm (8.75 in.) of HMA overlay, no reflection cracks were observed throughout the five-year monitoring period. For a comparative evaluation of the six sections, their short- and long-term performance had been examined; short-term performance in terms of 28-day shrinkage cracks in the base layer and long-term performance in terms of stiffness modulus and UCS. Though considered satisfactory in regard to shrinkage cracks, the long-term performance of LFA mix is suspect as evidenced by its low stiffness, and in turn, large deflection. Though structurally adequate, based on the questionable short term performance of both CFA and LGBFS mixtures, their use in flexible pavement beneath HMA, especially thin layers, [102 mm (4 in.) or less] is deferred. Mixing two additives in small proportions is another construction-related problem in the CFA and LGBFS mixtures. The control CTM with 5.5% cement not only suffered excessive shrinkage cracking, but also its long term strength fell short of expectation. The precut CTM though structurally sound, two problems dissuade its application: the excessive shrinkage cracking, and logistics of cutting grooves while the layer is being compacted. From the point of view of overall performance, precracked CTM indeed excelled all of the other treatments/admixtures and, therefore, is recommended for stabilization of base layers. KW - Backcalculation KW - Cement KW - Compression tests KW - Compressive strength KW - Construction KW - Cracking KW - Deflection tests KW - Falling weight deflectometers KW - Field tests KW - Flexible pavements KW - Fly ash KW - Granulated slag KW - Hot mix asphalt KW - Lime fly ash KW - Materials KW - Mississippi KW - MODULUS (Computer program) KW - Modulus of elasticity KW - Polymer modified binders KW - Reflection cracking KW - Shrinkage cracking KW - Slag KW - Soil stabilization KW - Stiffness modulus KW - Test sections UR - http://www.gomdot.com/research/pdf/SoilStbF.pdf UR - http://ntl.bts.gov/lib/44000/44500/44539/State_Study_133_-_Soil_Stabilization_Field_Trial_Final_Report.pdf UR - https://trid.trb.org/view/804921 ER - TY - SER AN - 01037201 JO - TechBrief PB - Federal Highway Administration AU - Yu, H Thomas TI - Use of Magnetic Tomography Technology to Evaluate Dowel Bar Placement PY - 2005/10 IS - FHWA-IF-06-002 SP - 4p AB - This technical brief discusses the use of the MIT Scan-2 device to measure the position of metal bars embedded in concrete. Developed by Magnetic Imaging Tools (MIT) GmbH (Dresden, Germany), the MIT Scan-2 utilizes an array of sensitive detectors and sophisticated data analysis algorithms to produce very accurate results. Information is provided on calibration requirements, the operation of the device, data output, and the limitations of the device. KW - Algorithms KW - Alignment KW - Calibration KW - Detectors KW - Dowels (Fasteners) KW - Magnetic Imaging Tools (MIT) Scan 2 KW - Pavement joints KW - Positioning KW - Road construction KW - Tie bars KW - Tomography UR - http://www.fhwa.dot.gov/pavement/pccp/pubs/06002/06002.pdf UR - http://ntl.bts.gov/lib/33000/33400/33459/FHWA-IF-06-006.pdf UR - https://trid.trb.org/view/793788 ER - TY - SER AN - 01037200 JO - TechBrief PB - Federal Highway Administration AU - Taylor, Peter AU - Ozyildirim, Celik TI - Curing Practice for Slipformed Concrete Pavements PY - 2005/10 IS - FHWA-IF-06-003 SP - 6p AB - This technical brief identifies best practices for curing portland cement concrete pavements. It provides important concepts in pavement curing, discusses the use of curing compounds and evaporation retarders, and describes how to estimate evaporation and bleeding rates and manage temperature. KW - Bleeding (Pavements) KW - Concrete curing KW - Concrete pavements KW - Curing agents KW - Evaporation KW - Retarders (Concrete) KW - Slip form paving KW - Temperature control UR - http://www.fhwa.dot.gov/pavement/pccp/pubs/06003/06003.pdf UR - https://trid.trb.org/view/793798 ER - TY - RPRT AN - 01032972 AU - Najm, Husam AU - Gucunski, Nenad AU - Maher, Ali AU - Center for Advanced Infrastructure and Transportation AU - Oldcastle Pipe Company AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Study of the Effects of Buried Pipe Integrity on Roadway Subsidence PY - 2005/10//Final Report SP - 34p AB - The performance of roadway pavement is significantly affected by the integrity of buried pipes underneath. It is important that these pipes remain structurally sound during the life of the roadway for a better performance and uninterrupted service. Damage or total loss of the pipe will result in structural damage to the pavement, excessive deflections, and roadway subsidence or collapse. In the event of a roadway subsidence or collapse, the roadway or sections of it will be fully or partially closed to traffic for repair. Road closure and detours would cost the traveling public (trucking industry and passenger vehicles) in travel delay and added vehicle operating costs. One-lane closures usually result in approximately 30-60 minutes of delay per vehicle, and would cost the public in gas costs and additional costs due to travel delays. The added cost of travel would cause loss of revenues for businesses in New Jersey. KW - Collapse KW - Concrete pipe KW - Deflection KW - Detours KW - New Jersey KW - Operating costs KW - Pavement performance KW - Pipe KW - Revenues KW - Service life KW - Settlement (Structures) KW - Street closure KW - Structural damages KW - Structural repairs KW - Traffic delays KW - Underground structures UR - http://cait.rutgers.edu/files/Pipe-RU6558_0.pdf UR - https://trid.trb.org/view/788494 ER - TY - RPRT AN - 01031293 AU - Kockelman, Kara AU - Waller, Travis AU - Gulipalli, Pradeep AU - Kalmanje, Sukumar AU - Karoonsoontawong, Ampol AU - Ukkusuri, Satish AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Application of Credit-Based Congestion Pricing in Texas: Operational Considerations and Impacts PY - 2005/10//Technical Report SP - 314p AB - Credit-based congestion pricing (CBCP) is a novel strategy which seeks to overcome the negative equity impacts of congestion pricing (CP) by allocating monthly budgets to eligible travelers to spend on congestion tolls. Previous CBCP studies have surveyed public opinion and examined the traffic and travel-welfare impacts of an Austin, Texas application. This work develops the policy further, examining expert opinions, predicting traffic impacts, estimating air-quality changes, and predicting system costs. KW - Air quality KW - Austin (Texas) KW - Congestion pricing KW - Costs KW - Credit based value pricing KW - Environmental impacts KW - Expert opinion KW - Highway operations KW - Highway traffic KW - Impacts KW - Monthly KW - Tolls KW - Traffic congestion KW - Traffic forecasting KW - Travel budgets KW - Travelers UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4634_1.pdf UR - https://trid.trb.org/view/787682 ER - TY - RPRT AN - 01030749 AU - Garber, Nicholas J AU - Miller, John S AU - Yuan, Bo AU - Sun, Xin AU - Virginia Transportation Research Council AU - Federal Highway Administration TI - The Safety Impacts of Differential Speed Limits on Rural Interstate Highways PY - 2005/10 SP - 99p AB - To compare the safety effects of a uniform speed limit (USL) for all vehicles as opposed to a differential speed limit (DSL) for cars and heavy trucks, detailed crash data, speed monitoring data, and traffic volumes were sought for rural interstate highways in 17 States for the period 1991 to 2000. Conventional statistical tests (analysis of variance, Tukey's test, and Dunnett's test) were used to study speed and crash rate changes in the four policy groups. A modified empirical Bayes formation was used to evaluate crash frequency changes without presuming a constant relationship between crashes and traffic volume. No consistent safety effects of DSL as opposed to USL were observed within the scope of the study. The mean speed, 85th percentile speed, median speed, and crash rates tended to increase over the 10-year period, regardless of whether a DSL or USL limit was employed. When all sites within a State were included in the analysis, temporal differences in these variables were often not significant. Further examination suggests that while these data do not show a distinction between DSL and USL safety impacts, the relationship between crashes and traffic volume cannot be generalized but instead varies by site within a single State. Because application of the modified empirical Bayes methodology suggested that crash risk increased for all four policy groups, a mathematical model that predicts sharp changes in crash rates based only on average daily traffic (ADT) does not appear valid at the statewide level. KW - 85th percentile speed KW - Automobiles KW - Average daily traffic KW - Crash rates KW - Differential speed KW - Empirical Bayes method KW - Impact studies KW - Interstate highways KW - Mathematical models KW - Mean speed KW - Median speed KW - Rural areas KW - Speed limits KW - Statistical analysis KW - Traffic crashes KW - Traffic speed KW - Trucks KW - Uniform speed limits UR - http://www.fhwa.dot.gov/publications/research/safety/05042/ UR - http://ntl.bts.gov/lib/31000/31000/31094/FHWA-HRT-05-042.pdf UR - https://trid.trb.org/view/787636 ER - TY - RPRT AN - 01029088 AU - Maher, Ali AU - Najm, Husam AU - Boile, Maria AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Solidification/Stabilization of Soft River Sediments Using Deep Soil Mixing PY - 2005/10//Final Report SP - 44p AB - The objective of the demonstration project was to investigate the feasibility of using in-situ solidification/stabilization technology to treat highly contaminated sediments similar to those found in NY/NJ Harbor and surrounding water bodies. The study evaluated a technique that amends sediment, in situ, with a pozzolanic mixture, such as portland cement. Mixing of sediments with pozzolanic materials has been used successfully throughout the NY/NJ Harbor to stabilize low-to-moderately-contaminated sediment dredged from navigation channels. Rutgers University was retained by the New Jersey Department of Transportation to assess the utility and viability of using Cement Deep Soil Mixing (CDSM) technology for the in-situ solidification/stabilization of contaminated river sediment and to evaluate: 1) the efficacy of the technology to stabilize sediments and associated contaminants; 2) the optimum percentage of pozzolanic additive; 3) the potential for dispersion of sediments during treatment; and 4) the impact that highly organic enrichment might have on the pozzolanic treatment. The pilot study demonstrated that significant improvement in the shear strength of the mixed sediments was measured following stabilization. Also a reduction of 40% in moisture content was measured within the solidified sediments. As a result, the treated sediments could be handled, transported and disposed of in a more environmentally sound manner. This is of great importance for toxic sediments. Turbidity was measured during the mixing operation and was found to be only within 120 ft of the mixing location. KW - Contaminated sediments KW - Deep soil mixing KW - Demonstration projects KW - Dredged materials KW - Environmental impacts KW - Moisture content KW - New York Harbor KW - Portland cement KW - Pozzolan KW - Sediments KW - Shear strength KW - Soil stabilization KW - Turbidity UR - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2005-028.pdf UR - https://trid.trb.org/view/786331 ER - TY - RPRT AN - 01029063 AU - Sun, Liecheng AU - Hopkins, Tommy C AU - Beckham, Tony L AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Use of Ultra-Lightweight Geofoam to Reduce Stresses in Highway Culvert Extensions PY - 2005/10//Interim Report SP - 37p AB - Culvert extension under highway embankment construction is a regular and important practice when roadway widening occurs. At some existing sites, concrete thickness and reinforcing steel of culvert tops and walls were stepped-down in sections of the culvert under the embankment slopes. The part of the culvert positioned under the embankment slopes was constructed weaker because the stresses under the portions of the slopes are much less than the stresses acting on the culvert section located under the main portion of the embankment. When additional fill is placed over the culvert due to roadway widening, much greater stresses are imposed on the weaker portions of the culvert. To accommodate the increased stresses on the weaker portions of the culvert, lightweight material will be placed above the weaker portions of the culvert in the field. Before construction begins, numerical analysis using Fast Lagrangian Analysis of Continua (FLAC) 4.0 was performed to predict stresses on the culvert. Results of the analysis show that geofoam has a great effect in reducing vertical stresses above and below the culvert. There are areas of high stress concentrations at the top and bottom of the concrete culvert if no geofoam is placed above the culvert. Placing geofoam above the culvert reduces the concentrated stresses at the top and bottom significantly. The stress reduction is a function of the size of geofoam and the distance between top of culvert and geofoam. To obtain an optimal practical situation, a numerical model was created to thoroughly analyze these factors. By considering these factors, effectual curves are obtained from the numerical analysis. When geofoam is placed directly on top of the culvert, the results indicate that the concentrated stresses at the top and bottom will be minimized, but it will require excavating the fill and replacing it with geofoam. The optimal situation for each culvert should be analyzed case by case. On the other hand, foam concrete can reduce load on the culvert if it is placed correctly. Valuable results using geofoam and foam concrete to reduce loads on a culvert are discussed in this report. KW - Concrete culverts KW - Culvert extensions KW - Culverts KW - Embankments KW - Fast Langrangian Analysis of Continua KW - Geofoam KW - Highway widening KW - Highways KW - Numerical analysis KW - Numerical models KW - Pavement widening KW - Reinforcing steel KW - Road construction KW - Slopes KW - Stresses KW - Thickness UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_34_SPR_297_05_1I.pdf UR - https://trid.trb.org/view/784332 ER - TY - RPRT AN - 01027360 AU - Bishop, Richard AU - Bishop Consulting AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Arizona I-19 Wi-Fi Corridor: Assessment of Opportunities for Probe Data Operations PY - 2005/10 SP - 36p AB - A WiFi (wireless broadband) corridor has been implemented with Homeland Security funding on a 30-mile section of Interstate 19 in southern Arizona, near the Mexican border. The corridor presents an interesting opportunity for the Arizona Department of Transportation (ADOT) to utilize probe data collection techniques for monitoring traffic and road condition parameters. Part of the CANAMEX trade corridor, the Arizona I-19 WiFi corridor offers a very promising testbed to explore probe vehicle data techniques. The intent of this brief report is to examine features of the WiFi corridor to identify low cost, near term means of experimenting with probe data techniques for these purposes. The report begins with an overview of probe data techniques and research and development (R&D) and deployment relating to probe systems worldwide. The specifics of the WiFi corridor are then described, and several methods for probe data collection using the corridor WiFi equipment are explored. An approach to proof-of-concept testing is provided, and a Field Operational Testing approach for the most promising implementation is offered. This is intended to provide a foundation for ADOT to pursue further work in this area. KW - Arizona KW - Broadband KW - Data collection KW - Field tests KW - Highway corridors KW - Monitoring KW - Probe vehicles KW - Proof of concept KW - Traffic surveillance KW - Wireless communication systems UR - http://apps.azdot.gov/ADOTLibrary/publications/QuickStudies/PDF/TRQS-02.pdf UR - https://trid.trb.org/view/784361 ER - TY - RPRT AN - 01026399 AU - Dixon, Karen AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Southeastern United States Fatal Crash Study PY - 2005/10//Final Report SP - 53p AB - A significant safety issue in the United States is the substantial number of vehicle related crashes. The number of fatal crashes in the southeastern portion of the U.S. (States of Alabama, Florida, Georgia, Kentucky, Mississippi, North Carolina, South Carolina, and Tennessee) is disproportionately higher than those for the entire country. In general, the eight states collectively report approximately 26% of the total annual number of fatal automobile-related crashes in the U.S. On average, the southeastern states experience an additional 30 fatalities per million vehicle miles traveled than the U.S. average. The Federal Highway Administration and the eight southeastern states initiated a joint research effort for the region to study this observed over-representation of fatal crashes. Findings of the study suggest that improved features such as widening shoulders, enhancing delineation, and protecting the clear zone would substantially reduce these fatal crashes. Some of the researchers recommended that additional procedures and policies may be an appropriate countermeasure for wide-scale improvements. Countermeasures (physical as well as political) were explicitly recommended to address two-lane rural roads, safety restraint use and fixed-object crashes. A supplemental finding was the presence of extensive pavement edge drop-offs for fatal crash sites in at least two of the participating states. As this observation occurred as a result of field inspection and was not initially identified as a target problem, it was not studied in great detail for this research effort but merits special comment since it is potentially a significant finding of the study. KW - Alabama KW - Clear zones KW - Countermeasures KW - Dropoffs (Pavements) KW - Fatalities KW - Fixed object collisions KW - Florida KW - Georgia KW - Kentucky KW - Mississippi KW - North Carolina KW - Road delineation KW - Road shoulders KW - Rural highways KW - Seat belt use KW - Shoulder widening KW - South Carolina KW - Southeastern United States KW - Statistics KW - Tennessee KW - Traffic crashes KW - Two lane highways UR - http://ntl.bts.gov/lib/42000/42900/42993/9815.pdf UR - https://trid.trb.org/view/783451 ER - TY - RPRT AN - 01025738 AU - Ambroz, Joanna K AU - Darter, Michael I AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Rehabilitation of Jointed Portland Cement Concrete Pavements: SPS-6 -- Initial Evaluation and Analysis PY - 2005/10//Final Report SP - 296p AB - The Specific Pavement Studies 6 (SPS-6) experiment, "Rehabilitation of Jointed Portland Cement Concrete Pavements," was designed as a controlled field experiment that focuses on the study of specific rehabilitation design features of jointed plain concrete pavements (JPCP) and jointed reinforced concrete pavements (JRCP). This experiment examines the effects of climatic regions (wet-freeze, wet-no freeze, dry-freeze, or dry-no freeze), type of concrete pavement (plain or reinforced), condition of existing pavement prior to rehabilitation (fair or poor), and traffic rate (as a covariant), incorporating the different methods of rehabilitation with and without asphalt concrete (AC) overlays. This report documents the first comprehensive review and evaluation of the SPS-6 experiment. Fourteen SPS-6 projects have been constructed. At each site, there are eight core sections plus various numbers of supplemental sections. Data availability and completeness for the SPS-6 experiment are good overall. In general, most of the data are at the releasable level E status. However, some data, such as traffic, climatic, and materials data, are not yet available in the Information Management System (IMS) database. These deficiencies need to be addressed before a comprehensive analysis of the SPS-6 experiment is conducted. The required experimental design factors were compared with the actual constructed values. This includes both the site condition factors and the pavement design features. Most SPS-6 sections follow the experimental design for the great majority of the design factors. Three of the 14 sites are still relatively new and, therefore, do not have much data available at this time. It is believed that the information has been collected and is in the process of being entered into the IMS database. This evaluation has shown that several significant problems clearly limit the results that can be obtained from the SPS-6 experiment. Specifically, no SPS-6 projects were built in certain climatic regions. Some SPS-6 sites have construction deviations, and significant materials data and traffic data are missing from other sites or sections. However, even though the SPS-6 sections are relatively young, some interesting and important early trends have already been identified that will be useful to the rehabilitation of jointed portland cement concrete pavements. As time and traffic loadings accumulate, much more valuable performance data will be obtained. It is believed that even more results can be obtained if a concerted effort is made to obtain missing data (materials, traffic, climate, and monitoring) and to perform proper analyses of the data. Specific recommendations for further analyses are included. KW - Bituminous overlays KW - Climatic regions KW - Concrete pavements KW - Evaluation and assessment KW - Long-Term Pavement Performance Program KW - Missing data KW - Pavement conditions KW - Recommendations KW - Rehabilitation (Maintenance) KW - Specific Pavement Studies (LTPP) KW - SPS-6 UR - http://ntl.bts.gov/lib/30000/30100/30105/01169.pdf UR - https://trid.trb.org/view/782987 ER - TY - RPRT AN - 01025517 AU - Chavez, Eric AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Review of F and t Test Results 2000 Through 2004 PY - 2005/10//Final Report SP - 35p AB - The Colorado Department of Transportation (CDOT) uses the F test and t test to determine if two sets of test data are from the same population. The comparison is usually between the Contractor's quality control tests and the Department's verification tests. The F test and t test are calculated in accordance with standard statistical procedures to make the comparisons. The F test analyzes the differences in the standard deviations of the data sets. The t test analyzes differences in the means of the data sets. Starting in 1988 the first projects were awarded under pilot specifications which contained the requirement for F and t test analysis. Analysis was conducted between the Contractor's and the Department's flexural strength tests on these first projects. The specification was released as a standard specification on February 11, 2000 titled: Revision of Sections 105, 106, and 412, Quality of Portland Cement Concrete Pavement (Alternative Strength Criteria). This report analyzes the F and t test results from 2000 through 2004. Eight of the projects evaluated in this report contain the alternative strength specification. Two projects included in this report contained modified specifications: ten year warranty PCCP and ten year warranty HMA. Analysis on ten projects is included in this report. On two of the projects the F and t test analysis was designated as being for informational purposes only by the engineer. Irregardless of the outcome of the F and t tests, the Contractor's test results were used on one of these projects. CDOT's test results were used on the other. On both of these projects the F and t test passed on all processes. Of the ten projects evaluated five passed both tests on all processes. Three projects had at least one failing test in the t test. Two projects failed both tests on all processes. Twenty-two processes were established for the material being evaluated. The F tests passed in all but two of the processes. The variation of the data between the Contractor and the Department was within allowable differences 91% of the time. The t test failed on 7 of the processes, 32% of the time. There was a consistent difference between the two sets of test results on these processes. CDOT's test results were used instead of the Contractor's for the calculation of incentive/disincentive payments (I/DPs) on four processes because of failing F and t test results. KW - Analysis of variance KW - Concrete pavements KW - Contractors KW - F test KW - Flexural strength KW - Hot mix asphalt KW - Incentives KW - Mean (Statistics) KW - Payment KW - Portland cement concrete KW - Quality assurance KW - Quality control KW - Reviews KW - Sets KW - Specifications KW - Standard deviation KW - T test KW - Warranty UR - http://www.dot.state.co.us/Publications/PDFFiles/fttests.pdf UR - https://trid.trb.org/view/782533 ER - TY - RPRT AN - 01025310 AU - Smith, Daniel J AU - Yin, Xinge AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Waterborne Traffic Paint and Bead Combination 4th Generation PY - 2005/10//Final Report SP - 52p AB - The project analyzed the properties and durability of different bead and waterborne paint combinations placed on controlled test sections and Missouri Department of Transportation (MoDOT) district roadways. The waterborne paint and beads studied were 2nd generation and 4th generation resins and type 1 (small) and L (large) glass beads, respectively. MoDOT is recommending the use of 4th generation resin white and yellow paint with PM beads on all minor and some major roadways. Due to previous studies, PM beads, sized between type 1 and L beads, will be used on all future MoDOT striping. The 2nd and 4th generation resin white paint performed similarly on the minor roadways. A 17-mils of 2nd generation resin white paint with 10 lb of PM beads is recommended to be studied to verify if 2nd generation resin white paint could provide 2 years of life for the minor roadways. If the 2nd generation resin white paint and PM beads system can provide a 2-year life, MoDOT could save over $1,000,000 every other year. The 4th generation resin yellow paint showed that roadways below 400 AADT provided retroreflectivity level of 125 mcd for 2 winter seasons. MoDOT has over 15,000 miles of striping on the 400 AADT roadways and if the stripe could survive three years MoDOT could have cost savings between $2,500,000 and $5,000,000 over a 6-year period. MoDOT is recommended to collect a history of retroreflectivity on other districts to verify the 2-year and 3-year life on the 400 AADT roadways. MoDOT should study increasing the proposed yellow bead and paint combination to provide 2-year life on MoDOT's 10,000 miles of striping on roadways ranging from 401-1000 AADT. The district should place a white and yellow line with a minimum initial retroreflectivity reading of 350 mcd and 225 mcd to obtain 2 years of service life, respectively. The project provided retroreflectivity levels when districts should re-stripe the lines at levels 200 mcd for white lines and 175 mcd for yellow lines after one year of life. MoDOT should collect a history of readings from other districts to verify the initial and 1st year retroreflectivity levels. Central Office Traffic Division shall continue providing support to reduce the amount of re-striping. Over $700,000 per year of re-striping costs are due to unplanned maintenance work, location mistakes by the stripers, and striping over adequate lines because they are not as bright as freshly painted failed lines. The wet-night accident rates did not show that large beads would reduce wet-night accidents compared to small beads. KW - Cost savings KW - Costs KW - Crash rates KW - Durability tests KW - Glass beads KW - Missouri KW - Night KW - Retroreflectivity KW - Service life KW - Striping materials KW - Test sections KW - Traffic paint KW - Water based paint KW - Wet weather UR - http://library.modot.mo.gov/RDT/reports/Pd01021/or06011.pdf UR - https://trid.trb.org/view/782593 ER - TY - RPRT AN - 01023893 AU - Kuhn, Beverly AU - Goodin, Ginger AU - Ballard, Andrew AU - Brewer, Marcus AU - Brydia, Robert AU - Carson, Jodi AU - Chrysler, Susan AU - Collier, Tina AU - Fitzpatrick, Kay AU - Jasek, Deborah L AU - Toycen, Casey AU - Ullman, Gerald L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Managed Lanes Handbook PY - 2005/10//Handbook SP - 512p AB - Texas cities are currently considering the managed lane concept for major freeway projects. As a new concept of operating freeways in a flexible and possibly dynamic manner, the managed lane concept has a limited experience base, thereby creating a knowledge vacuum in emerging key areas that are critical for effective implementation. Complicating the effort is the rapid progress of several freeway improvement projects in Texas in which managed lane operations are proposed. The operational experience both in Texas and nationally for managed lanes is minimal, particularly for extensive freeway reconstruction projects. The managed lane projects currently in existence involve retrofits of existing freeway sections within highly fixed access, geometric, and operational configurations, and established eligibility considerations. There are few projects in operation from which to draw experiential data on the implementation of managed lane freeway sections with complex or multiple operational strategies, including variations in eligible vehicle user groups by time of day. The "Managed Lanes Handbook" was developed for the Texas Department of Transportation (TxDOT) to help the staff make informed planning, design, and operational decisions when considering managed lanes facilities for its jurisdiction. This document presents the critical research results obtained over the five years of the related research project. The research is presented in a usable format, providing a clear, concise, and step-wise approach to planning, designing, operating, and enforcing a managed lanes facility. It also refers the user to other pertinent documents that provide additional detailed information on various aspects of managed lanes. KW - Freeways KW - Handbooks KW - Highway design KW - Highway operations KW - Highway planning KW - Managed lanes KW - Plan implementation KW - Retrofitting KW - Texas UR - https://trid.trb.org/view/781310 ER - TY - RPRT AN - 01023442 AU - Staples, Barbara L AU - Mitretek Systems AU - Federal Highway Administration TI - Working Paper National Costs of the Metropolitan ITS Infrastructure: Updated with 2004 Deployment Data, 4th Revision PY - 2005/10//Working Paper, 4th Revision SP - 21p AB - The purpose of this report is to update the estimates of the costs remaining to deploy Intelligent Transportation Systems (ITS) infrastructure elements in the 75 largest metropolitan areas in the United States. Updates to this working paper coincide with the results from tracking the deployment of the integrated ITS infrastructure in the United States. To date, deployment tracking results are available for 1997, 1999, 2000, 2002, and 2004. The initial version of the working paper (dated September 1999) was written to update the FHWA 1995 cost estimate and to develop estimates of the investments that must still be made using the 1997 deployment tracking results. Deployment tracking results from 1999, 2000, and 2002 were incorporated into the first, second, and third revisions of this paper (dated August 2000, July 2001, and October 2003, respectively) with the majority of the updates contained within the addendum to the original document. With the 2004 deployment tracking data now available, the national deployment cost estimate can be updated again. However, for this iteration the new cost estimate is documented as a standalone report. Details on the methodology for developing estimates, and how costs and quantities were derived can be found in previous versions of the working paper. The results show that progress is being made toward deployment of ITS infrastructure elements. Approximately 32.6% of the needed capital costs, or $192 million has been expended per large metropolitan area through 2004. This value represents an additional 17.9% increase from the 1997 expenditures of 14.7%. The total national capital cost expended for the 75 largest metropolitan areas is $14.4 billion. The total national capital cost/investment remaining is $29.8 billion. KW - Capital costs KW - Cost estimating KW - Costs KW - Deployment KW - Expenditures KW - Infrastructure KW - Intelligent transportation systems KW - Investments KW - Metropolitan areas KW - United States UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14254.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14254_files/14254.pdf UR - https://trid.trb.org/view/778858 ER - TY - RPRT AN - 01022924 AU - Tuan, Christopher Y AU - Kelly, Michael T AU - Buss, Mark E AU - University of Nebraska, Omaha AU - U.S. Army Corps of Engineers Omaha District AU - Federal Highway Administration TI - Evaluation of the Use of Lithium Compounds in Controlling Alkali-Silica Reactivity in Concrete Pavement PY - 2005/10//Final Report SP - 108p AB - Presented herein are findings from a three-year field trial in which lithium nitrate was applied on an existing concrete pavement in Norfolk, Nebraska, in the attempt to arrest on-going alkali-silica reaction (ASR) distress. Various destructive and non-destructive means were utilized to measure the effectiveness of the lithium treatments. Concrete cylinders were cored for petrographic examination and split-tension testing. Powder samples were taken to determine lithium content. Nondestructive evaluations included using crack mapping, a Schmidt hammer, a velocity ("V") meter, and an impact echo apparatus. The results to date have not shown definite benefits of the lithium material in arresting the ASR process; however, the observed lithium penetration by gravity soaking has been very limited. Presumably the pavement has not reached the deterioration state for optimal permeability for penetration of the lithium material. Other application techniques on hardened concrete such as surface pressurization and vaccuum impregnation have been investigated to a limited extent as an alternate method to gravity soaking. The surface pressurization technique has shown promising results in so far as achieving higher lithium contents. Effort is now needed in achieving higher lithium contents on a larger scale so that a more realistic evaluation of the effects of the lithium can be performed. KW - Alkali silica reactions KW - Block cracking KW - Concrete cylinders KW - Concrete pavements KW - Effectiveness KW - Evaluation KW - Field studies KW - gravity soaking KW - Impact echo tests KW - Lithium compounds KW - Nebraska KW - Nondestructive tests KW - Pavement distress KW - Pavement performance KW - Petrography KW - Powders KW - Pressurization KW - Samples KW - Schmidt hammer KW - Surface course (Pavements) KW - Testing KW - vacuum impregnation KW - Velocimeters UR - http://nlc1.nlc.state.ne.us/epubs/R6000/B264.0001-2005.pdf UR - https://trid.trb.org/view/775801 ER - TY - RPRT AN - 01022809 AU - Quiroga, Cesar AU - Hamad, Khaled AU - Park, Eun Sug AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Incident Evaluation Procedures and Implementation Requirements PY - 2005/10//Technical Report SP - 36p AB - Project 0-4745 developed a geographic information system (GIS)-based approach for the determination of patterns in the spatial and temporal distribution of incidents along freeway corridors. The research documented incident detection and data archival at several transportation management centers (TMCs) in Texas, a process to develop a data model and geodatabase of intelligent transportation system (ITS) equipment and archived ITS data, and a process to determine patterns in the spatial and temporal distribution of freeway incidents. This report contains products 0-4745-P3 (which includes detailed incident evaluation procedures) and 0-4745-P4 (which addresses process definitions and implementation recommendations) that were developed during the second phase of research project 0-4745. KW - Data banks KW - Data model KW - Evaluation KW - Freeways KW - Geographic information systems KW - Geospatial databases KW - Highway corridors KW - Implementation KW - Incident detection KW - Intelligent transportation systems KW - Procedures KW - Recommendations KW - Requirements KW - Spatial-temporal patterns KW - Texas KW - Traffic control centers UR - https://trid.trb.org/view/775660 ER - TY - RPRT AN - 01022691 AU - Hawkins, H Gene AU - Garg, Roma AU - Carlson, Paul J AU - Holick, Andrew J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Traffic Control Devices: Second Year Activities PY - 2005/10//Technical Report SP - 134p AB - This project was established to provide a means of conducting limited scope evaluations of numerous traffic control device issues. During the second year of the project, researchers completed assessments of three issues: an extinguishable Left Turn Yield sign, a red border Speed Limit sign, and dew-resistant sheeting. For the extinguishable Left Turn Yield sign, researchers evaluated the impacts of the sign on traffic conflicts and events at one site and evaluated the impact on crashes at the same site. For the red border Speed Limit sign, researchers evaluated the short-term impacts of a redesigned sign at four sites and the long-term impacts of adding a red border at three sites that were also evaluated in the first year. The short-term evaluation also included an assessment of the impacts of the sheeting type on the sign. The evaluations consisted of comparisons of before and after speed measurements. For the dew-resistant sheeting evaluation, researchers installed a sign fabricated from standard sheeting and from prototype dew-resistant sheeting and monitored the sign’s performance in dew conditions with an automated camera that recorded images at regular intervals throughout the night. The results showed positive benefits for all three evaluations. Researchers recommend use of the extinguishable Left Turn Yield sign at signalized locations with high left-turn crash rates. Researchers recommend the red border be added to the standard Speed Limit sign at locations where the speed limit decreases at the approach to a city or town and there is a need to provide additional emphasis on the reduced speed limit. The dew-resistant sheeting is a prototype material and is not currently available for widespread use. Field evaluations should be conducted before it is implemented on a widespread basis. KW - Before and after studies KW - Cameras KW - Dew KW - Evaluation and assessment KW - Impact studies KW - Left turn yield sign KW - Prototypes KW - Red border (Signs) KW - Sign sheeting KW - Signalized intersections KW - Speed measurement KW - Speed signs KW - Traffic conflicts KW - Traffic control KW - Traffic control devices KW - Traffic crashes UR - https://trid.trb.org/view/778692 ER - TY - RPRT AN - 01022663 AU - Masad, Eyad A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Aggregate Imaging System (AIMS): Basics and Applications PY - 2005/10//Implementation Report SP - 58p AB - This report summarizes the design, basic operations, and analysis methods used in the Aggregate Imaging System (AIMS). The system is designed to analyze the form, angularity, and texture of coarse aggregates and the angularity and form of fine aggregates. Aggregates sizes from 37.5 mm to 150 mm can be analyzed using this system. In addition, the report summarizes the statistical-based methodology used in AIMS for the analysis and classification of aggregate shape. This methodology offers several advantages over current methods used in the practice. It is based on the distribution of shape characteristics in an aggregate sample rather than average indices of these characteristics. The coarse aggregate form is determined based on three-dimensional analysis of particles, which allows distinguishing between flat, elongated, or flat and elongated particles. The fundamental gradient and wavelet methods are used to quantify angularity and surface texture, respectively. The classification methodology can be used for the evaluation of the effects of different processes such as crushing techniques and blending on aggregate shape distribution. It also lends itself for the development of aggregate specifications based on the distribution of shape characteristics. KW - Aggregate imaging system KW - Aggregate shape KW - Aggregate shape distribution KW - Aggregate size KW - Aggregates KW - Angularity KW - Blending KW - Coarse aggregates KW - Crushing KW - Fine aggregates KW - Gradient method KW - Specifications KW - Statistical analysis KW - Texture KW - Three dimensional analysis KW - Wavelets UR - https://trid.trb.org/view/778723 ER - TY - RPRT AN - 01019963 AU - Cambridge Systematics, Incorporated AU - Battelle Memorial Institute AU - Federal Highway Administration TI - An Initial Assessment of Freight Bottlenecks on Highways PY - 2005/10 SP - 125p AB - The nation is entering the early stages of a freight transportation capacity crisis. The last several decades have witnessed steady growth in the demand for freight transportation in the United States, driven by economic expansion and global trade. But freight transportation capacity, especially highway capacity, is expanding too slowly to keep up with demand. The effects of growing demand and limited capacity are felt as congestion, upward pressure on freight transportation prices, and less reliable trip times as freight carriers struggle to meet delivery windows. Freight congestion problems are most apparent at bottlenecks on highways: specific physical locations on highways that routinely experience recurring congestion and traffic backups because traffic volumes exceed highway capacity. Bottlenecks are estimated to account for about 40% of vehicle hours of delay. The balance—about 60% of delay—is estimated to be caused by nonrecurring congestion, the result of transitory events such as construction work zones, crashes, breakdowns, extreme weather conditions, and suboptimal traffic controls. This paper focuses on bottlenecks that cause recurring congestion. Bottlenecks on highways that serve high volumes of trucks are “freight bottlenecks.” They are found on highways serving major international gateways like the Ports of Los Angeles and Long Beach, at major domestic freight hubs like Chicago, and in major urban areas where transcontinental freight lanes intersect congested urban freight routes. This white paper is an initial effort to identify and quantify, on a national basis, highway bottlenecks that delay trucks and increase costs to businesses and consumers. The paper is the first to look specifically at the impacts and costs of highway bottlenecks on truck freight shipments. KW - Bottlenecks KW - Costs KW - Economic growth KW - Freight traffic KW - Freight transportation KW - Gateways KW - Highway capacity KW - Highways KW - Hubs KW - Impacts KW - Nonrecurrent congestion KW - Traffic congestion KW - Traffic delays KW - Traffic volume KW - Truck traffic KW - Urban areas UR - http://www.fhwa.dot.gov/policy/otps/bottlenecks/bottlenecks.pdf UR - http://ntl.bts.gov/lib/56000/56700/56757/PB20071003841.pdf UR - https://trid.trb.org/view/775713 ER - TY - RPRT AN - 01019654 AU - Roberts, Craig A AU - Brown-Esplain, Jamie AU - Northern Arizona University, Flagstaff AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Congestion Mitigation at Railroad-Highway At-Grade Crossings PY - 2005/10//Final Report SP - 104p AB - Rapid population growth in Arizona has created several large residential areas that rely on the State highways to provide their primary, daily commuting route. When these commuter routes cross an at-grade railroad crossing, a train passing during peak traffic hours often causes severe congestion. State resources are inadequate to provide flyovers for all of these train crossings and their numbers are forecast to increase. The safety and congestion problems arising from these commuter at-grade crossings are the focus of this research. A study site was selected, train and traffic data were collected, a microscopic traffic simulation model was prepared, and an Early Warning System (EWS) algorithm was developed. The EWS algorithm gives "extra" green time to (train) conflicting traffic movements before the train arrives, taking the time from the other movements. Five cases were studied, each having two to six scenarios. Four major variables were studied: (1) crossing gates down time, (2) length of time the measures-of-effectiveness (MOEs) were collected, (3) conflicting movements traffic volumes, and (4) predicted arrival time error. The EWS algorithm was also successfully programmed into a National Electrical Manufacturers Association (NEMA) controller using Hardware-in-the-Loop to couple it to the simulation model. Four generalizations are tentatively supported by the results but additional site studies are required for verification. First, the complex dynamic interplay of geometrics and train and traffic volumes makes the EWS effectiveness highly site dependent. Second, there must be enough pre-train vehicles present on conflicting movements that derive delay improvement to overcome the increase in delay to the other movements. Third, for safety reasons, an increase in overall intersection delay caused by the EWS may be justified to reduce long queues from backing-up into other intersections or onto freeways. Fourth, rather than control signal timing, the EWS may be used to reduce congestion by alerting drivers with a dynamic message sign (DMS) of a train's imminent arrival so they can take alternate routes. While the EWS was ineffective for the study site, the results may have been confounded by insufficient pre-train queue sizes and lack of a single dominant commuter movement (the study site had strong cross flows). A follow-up study is recommended at a site with more favorable geometry and traffic volumes. KW - Algorithms KW - Arizona KW - Congestion management systems KW - Gates KW - Geometric configurations and shapes KW - Grade crossing protection systems KW - Measures of effectiveness KW - Microscopic traffic flow KW - Peak hour traffic KW - Railroad grade crossings KW - Railroad trains KW - Signalized intersections KW - Time KW - Traffic conflicts KW - Traffic congestion KW - Traffic signal preemption KW - Traffic simulation KW - Traffic volume KW - Variable message signs UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ557.pdf UR - https://trid.trb.org/view/772599 ER - TY - RPRT AN - 01019653 AU - Abbas, Montasir AU - Chaudhary, Nadeem AU - Pesti, Geza AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Site Selection and Preliminary Data Collection for Traffic Responsive Control on TxDOT Closed-Loop Systems PY - 2005/10//Implementation Report SP - 16p AB - Texas Department of Transportation (TxDOT) research project 0-4421 "A Simplified Approach for Selecting Optimal Traffic Responsive Control Parameters" developed a novel scientific and computationally based procedure and guidelines for operating coordinated systems with traffic responsive plan selection (TRPS) mode. Since its development in the 1970s, TRPS mode remained an underutilized resource due to the complexity of its configuration. Numerous parameters (i.e., detector weights, thresholds, timing plan look-up tables, TRPS timing plans, etc.) had to be set up correctly for the system to work as intended. As a result, traffic engineers have typically preferred to use the time of day mode of operation for its ease of setup. This project will implement the guidelines developed in research project 0-4421 and document a before and after comparison summary for five locations in Texas. Locations are to be chosen to represent a wide range of traffic and/or arterial configurations. This progress report documents the efforts thus far for fiscal year 2005. KW - Arterial highways KW - Before and after studies KW - Data collection KW - Feedback control KW - Highway traffic control KW - Location KW - State departments of transportation KW - Texas KW - Traffic actuated controllers KW - Traffic signal control systems KW - Traffic signal timing UR - https://trid.trb.org/view/772597 ER - TY - RPRT AN - 01019586 AU - Finley, Melisa D AU - Miles, Jeffrey David AU - Carlson, Paul J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - An Assessment of Various Rumble Strip Designs and Pavement Marking Applications for Crosswalks and Work Zones PY - 2005/10//Technical Report SP - 158p AB - Traffic control devices applied to the pavement can provide a significant amount of information for the driver. The objective of this research was to assess the effectiveness of various pavement marking materials, devices, and treatments that have potential to increase driver awareness and safety. The following pavement marking materials, devices, and treatments were investigated as part of this research project: (1) yellow-green crosswalk material, (2) in-roadway warning lights, (3) fluorescent orange retroreflective raised pavement markers, (4) "removable" pavement marking paint, and (5) rumble strips. This report includes recommendations for the application of in-roadway warning lights and rumble strips. Further research is needed on the yellow-green crosswalk material, fluorescent orange retroreflective raised pavement markers, and the "removable" pavement marking paint before application guidelines can be developed. KW - Awareness KW - Crosswalks KW - Drivers KW - Raised road markings KW - Research KW - Retroreflectivity KW - Road marking materials KW - Road markings KW - Rumble strips KW - Traffic control devices KW - Traffic safety KW - Warning devices KW - Work zone traffic control KW - Yellow green UR - https://trid.trb.org/view/775691 ER - TY - RPRT AN - 01019583 AU - Brewer, Marcus A AU - Pesti, Geza AU - Schneider, William H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Identification and Testing of Measures to Improve Work Zone Speed Limit Compliance PY - 2005/10//Technical Report SP - 214p AB - Thousands of crashes occur in work zones each year, leading to numerous fatalities and injuries. A sizeable portion of these crashes can be attributed to excessive speed, which emphasizes the need to motivate drivers to comply with speed limits in work zones. Motivating drivers to comply with traffic regulations is an extremely important yet challenging task in reducing the potential for conflicts and is critical to the safety of both motorists and workers. This research project was conducted to determine effective measures to motivate and encourage drivers to observe posted speed limits in work zones. Findings from literature and a survey of Department of Transportation (DOT) personnel indicate that a wide variety of methods have been tested to improve compliance. Methods for establishing work zone speed limits differ from state to state. Survey respondents widely regarded enforcement as the most effective treatment, but desired other effective methods to reduce costs and improve worker and officer safety. Three devices were tested in this project: speed display trailer, changeable message sign with radar, and orange-border speed limit sign. Results indicate that devices with the ability to display drivers’ speeds have a noticeable effect on improving compliance. Orange borders greatly improve the visibility and conspicuity of speed limit signs, but they do not have a consistent measurable effect on compliance. In the absence of active enforcement, data from this project indicate that drivers are likely to drive as fast as they feel comfortable regardless of the posted speed limit. KW - Compliance KW - Crashes KW - Drivers KW - Fatalities KW - Injuries KW - Literature reviews KW - Motivation KW - Orange KW - Radar KW - Speed display signs KW - Speed indicators KW - Speed limits KW - Speed signs KW - Speeding KW - Surveys KW - Testing KW - Traffic law enforcement KW - Traffic regulations KW - Traffic safety KW - Variable message signs KW - Visibility KW - Work zone safety KW - Work zone traffic control UR - https://trid.trb.org/view/775710 ER - TY - RPRT AN - 01019581 AU - Quiroga, Cesar AU - Hamad, Khaled AU - Park, Eun Sug AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Incident Detection Optimization and Data Quality Control PY - 2005/10//Technical Report SP - 84p AB - Project 0-4745 developed a geographic information system (GIS)-based approach for the determination of patterns in the spatial and temporal distribution of incidents along freeway corridors. The research documented incident detection and data archival at several transportation management centers (TMCs) in Texas, a process to develop a data model and geodatabase of intelligent transportation system (ITS) equipment and archived ITS data, and a process to determine patterns in the spatial and temporal distribution of freeway incidents. This report describes the procedures and activities completed during the second phase of the project. The analysis included an evaluation of incident detection procedures at a sample TMC (TransGuide) and an assessment of the feasibility to modify/calibrate alarm threshold values to help optimize incident detection practices at that TMC. The research involved the use of two performance measures (detection rate and false alarm rate) and the development of a prototype offline tool to evaluate automatic incident detection algorithm performance. The analysis also included an evaluation of archived loop detector data completeness and quality control. KW - Algorithms KW - Automatic incident detection KW - Data banks KW - Data model KW - Data quality KW - Evaluation and assessment KW - Freeways KW - Geographic information systems KW - Incident detection KW - Intelligent transportation systems KW - Loop detectors KW - Optimization KW - Performance measurement KW - Prototypes KW - Quality control KW - Spatial-temporal patterns KW - Texas KW - Traffic control centers UR - https://trid.trb.org/view/775690 ER - TY - RPRT AN - 01019119 AU - Rumpca, Anselem H AU - Clay, Dan AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Verify Certain ITE Trip Generation Rate Applications in South Dakota PY - 2005/10//Final Report SP - 40p AB - This report presents the findings and recommendations on the Verification of Certain Institute of Transportation Engineers (ITE) Trip Generation Rate Applications in South Dakota. The project reviewed six Discount Superstores, two Home Improvement Stores, and one Grocery Store, to determine if the trip generation rates and projected traffic met or exceeded the traffic projections documented in Traffic Impact Studies. Prior to the completion of this study, South Dakota Department of Transportation (SDDOT) Traffic Engineers often relied upon the ITE Trip Generation Manual to determine projected traffic impacts for development of new businesses in South Dakota. The SDDOT needed to verify if the ITE Trip Generation rates for major traffic generating businesses accurately reflected the rates found in rural areas such as South Dakota. Traffic count information and trip generation rates were calculated for each site and compared to the traffic impact studies and the ITE Trip Generation Manual. The signalized intersections reviewed in the various communities as a part of this research project all met at least one MUTCD traffic signal warrant and provided increased safety and convenience for the traveling public. These studies verified that the traffic signal recommendations were all based on sound traffic engineering judgment. The trip generation rates for all land uses identified in the traffic impact studies and ITE manual were consistently low for all but two locations. Four Discount Superstores and both Home Improvement Stores had trip generation rates that exceeded the recommended rates found in the ITE manual. The Pierre, South Dakota Super Wal-Mart exhibited the highest trip generation rate which was 59.7% higher than the ITE rate during the average weekday AM peak hour, and 57.5% higher during the PM peak hour. The average weekday 24 hour rate was 54% higher than the ITE rate. The city of Pierre is located in a relatively rural part of the state but serves a large economic trade area with limited discount shopping opportunities. KW - Businesses KW - Highway safety KW - Impact studies KW - Institute of Transportation Engineers KW - Judgment (Human characteristics) KW - Land use KW - Manual on Uniform Traffic Control Devices KW - Peak hour traffic KW - Pierre (South Dakota) KW - Recommendations KW - Rural areas KW - Shopping centers KW - Shopping trips KW - Signalized intersections KW - South Dakota KW - Traffic counts KW - Traffic engineering KW - Traffic estimation KW - Traffic forecasting KW - Travelers KW - Trip generation KW - Trip rates KW - Verification KW - Warrants (Traffic control devices) KW - Weekdays UR - http://www.sddot.com/business/research/projects/docs/TripGenAppendix.pdf UR - http://www.sddot.com/business/research/projects/docs/TripGenFinalReport.pdf UR - https://trid.trb.org/view/771811 ER - TY - RPRT AN - 01019094 AU - Gassman, Sarah L AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Specifications for Culvert Pipe used in SCDOT Highway Applications PY - 2005/10 SP - 85p AB - This report presents the findings from a study undertaken to improve the field performance and service life of reinforced concrete, aluminum alloy and high density polyethylene culvert pipe used in South Carolina Department of Transportation (SCDOT) roadway applications. The work resulted in the development of a "SCDOT Culvert Pipe Selection Guide" which provides a step by step procedure for selecting pipe materials for specific applications. The criteria for pipe selection include durability, hydraulic capacity, structural capacity, service life, compatibility of pipe material to site conditions and life cycle costs. Guidance is provided on the recommended practices for proper design, installation and quality control/quality assurance for product approval and field inspection of delivered pipe and installation procedures. Recommendations were made to modify the SCDOT Standard Specifications for Highway Construction and other SCDOT documents to properly address the design, installation and inspection of culvert pipe. The final product of this work was the development of a training course to educate SCDOT personnel on the proper design, installation, maintenance, and quality control/quality assurance of culvert pipe used in roadway applications. KW - Aluminum alloys KW - Compatibility (Materials) KW - Culvert pipe KW - Design KW - Durability KW - Field performance KW - High density KW - Highways KW - Hydraulic capacity KW - Inspection KW - Installation KW - Life cycle costing KW - Maintenance KW - Materials selection KW - Personnel KW - Polyethylene pipe KW - Procedures KW - Quality assurance KW - Quality control KW - Recommendations KW - Reinforced concrete KW - Service life KW - Site (Of work) KW - South Carolina KW - Specifications KW - Structural capacity KW - Training UR - https://trid.trb.org/view/771729 ER - TY - RPRT AN - 01014842 AU - Ping, W V AU - Liu, Juan AU - Yang, Zenghai AU - FAMU-FSU College of Engineering AU - Florida Department of Transportation AU - Federal Highway Administration TI - Constructability of Stabilized Subgrade Layer Under High Groundwater Table PY - 2005/10//Final Report SP - v.p. AB - This research consists of a laboratory experimental program and a field experimental program to determine the minimum separation required between the bottom of subgrade and the groundwater table for adequate compaction of the subgrade layer. Two full-scale test pits and two field sites were used to simulate the field conditions in highway construction. Various soil types (both the embankment and subgrade materials) were investigated and both static and dynamic compacting methods were studied in the research. Water levels in the test pits were set to different levels to simulate various groundwater table levels. At the field sites, subgrade elevations were varied in relation to existing groundwater table to achieve targeted water levels. The experimental programs were conducted to evaluate whether or not the subgrade layers could be constructed according to specifications under various levels of groundwater table. The experimental results indicated that constructability of the subgrade soils used by this study was not a problem by either static or dynamic compaction where the groundwater table was about 18 to 24 in. below the subgrade-embankment interface. Static compaction would be preferred for compacting subgrade layers in this study. KW - Constructability KW - Field tests KW - Groundwater KW - Laboratory tests KW - Road construction KW - Soil compaction KW - Subgrade (Pavements) KW - Water table UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC352_07_rpt.pdf UR - https://trid.trb.org/view/768716 ER - TY - RPRT AN - 01014872 AU - Ward, Beverly G AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - Measuring the Effectiveness of Community Impact Assessment: Recommended Core Measures PY - 2005/10//Final Report SP - 113p AB - For more than a decade, transportation agencies have refocused efforts to involve communities when considering transportation actions in order to assess the social impacts of the proposed actions. These efforts have included greater public involvement, training, and other guidance for transportation professionals; and the compilation of a number of techniques and tools commonly identified as the community impact assessment (CIA) process. Considerable resources have been directed toward these efforts. The enactment of the Transportation Equity Act for the 21st Century (TEA-21) mandated a more streamlined process for consideration of environmental impacts while assuring inclusion of the public, particularly traditionally underserved subgroups of the population, in the decisionmaking process. The need exists to examine from multiple perspectives whether CIA is an effective process and how it can be improved to meet regulatory requirements and improve the quality of life. The Florida Department of Transportation (FDOT), particularly the Environmental Management Office (EMO), is a nationally recognized leader in developing and implementing programs and tools to effectively work with communities. The EMO, through the FDOT Research Center, contracted with the University of South Florida to investigate the effectiveness of CIA. Building on past efforts, the objectives of this research included identifying effective performance measures for CIA; assessing impacts after a transportation action; and identifying methods for meaningful feedback. To meet these objectives, the researchers reviewed transportation actions in varying stages to determine how potential impacts were identified, how alternatives were identified, and whether the actions address the needs of a broad range of users. KW - Communities KW - Community impact assessment KW - Conflict management KW - Decision making KW - Environmental impacts KW - Environmental justice KW - Feedback KW - Impact studies KW - Performance measurement KW - Public participation KW - Social impacts KW - Transportation Equity Act for the 21st Century KW - Transportation planning UR - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT_BC353_28_rpt.pdf UR - https://trid.trb.org/view/768718 ER - TY - RPRT AN - 01018760 AU - Reiff, Bud AU - Gregor, Brian AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Transportation Planning Performance Measures PY - 2005/10//Final Report SP - 220p AB - Oregon transportation plans, including the statewide Oregon Transportation Plan, and current regional transportation plans for the Portland, Salem, Eugene, and Medford metropolitan areas, contain some policy areas that are not adequately addressed by performance measures. These include policies related to the following: balance and adaptability; economic vitality; safety and security; environmental justice; land use compatibility; and quality of life. This research, while acknowledging the importance of assessing current system performance, focuses on performance measures that can also employ model forecast data for evaluating future plan alternatives. To address some of the deficiencies and to better address other plan policies, this research developed and tested six performance measures. The Urban Mobility Measures and Freight Delay Costs used performance measures developed by others and extended them for use in Oregon plans. The Transportation Cost Index represents a novel approach to measuring accessibility and to address, in part, issues related to balance, environmental justice, land use compatibility, and quality of life. The Percent of Market Basket Accessible by Non-auto Modes and the Auto Dependence Index measures are designed to address issues related to automobile reliance in the Oregon Transportation Planning Rule. The Road Network Concentration Index represents a novel approach to measuring transportation system security and efficiency. Other potential performance measures were considered but dropped because current models do not generate the appropriate data. The results of testing and analysis indicate that the Urban Mobility Measures and the Freight Delay Costs could be implemented immediately in Oregon. The others could be implemented soon following further refinement. Further research is recommended into policies related to the following: balance, particularly regarding transportation investments; safety, focusing on the influence of long range planning decisions; reliability; and other aspects of economic vitality. KW - Accessibility KW - Automobile dependence KW - Cost indexes KW - Delay costs KW - Economic efficiency KW - Environmental justice KW - Future research KW - Land use KW - Mobility KW - Oregon KW - Performance measurement KW - Quality of life KW - Security KW - Transportation planning UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/PlanningPerformanceMeasures.pdf UR - https://trid.trb.org/view/772952 ER - TY - RPRT AN - 01018736 AU - Buth, C Eugene AU - Williams, William F AU - Menges, Wanda L AU - Haug, Rebecca R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Retrofit Railings for Truss Bridges PY - 2005/10//Technical Report SP - 272p AB - In 2003, there were 38 metal truss bridges 50 years of age or older remaining on the State of Texas highway system. Of these 38 bridges, 33 are listed in the National Register of Historic Places. Many of these bridges do not meet current design criteria for rehabilitation due to narrow deck widths, low vertical clearance, and substandard load capacity. In addition, the existing bridge railing systems on these bridges have not been shown to meet the current requirements for safety and strength. This project addressed the design and performance of acceptable traffic railings for existing and new truss bridges in Texas. Specific objectives were to: (1) design/develop a retrofit railing for low-speed application on the Roy B. Inks Bridge in Llano, Texas; (2) design/develop a retrofit railing for high-speed application on the U.S. 281 Bridge over the Brazos River in Palo Pinto County, Texas; (3) identify criteria that can serve as a basis for design exceptions; and design/develop a traffic railing for new truss bridges. KW - Bridge design KW - Bridge railings KW - Design criteria KW - Design exceptions KW - National Register of Historic Places KW - Performance KW - Retrofitting KW - Safety KW - Texas KW - Truss bridges UR - https://trid.trb.org/view/775150 ER - TY - RPRT AN - 01019126 AU - Ullman, Brooke R AU - Dudek, Conrad L AU - Trout, Nada D AU - Schoeneman, Sandra K AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Amber Alert, Disaster Response and Evacuation, Planned Special Events, Adverse Weather and Environmental Conditions, and Other Messages for Display on Dynamic Message Signs PY - 2005/10//Technical Report SP - 200p AB - This report provides the results of focus group studies and human factors laboratory studies to investigate issues related to America’s Missing: Broadcast Emergency Response (AMBER) alerts, disaster response and evacuation (flooding, hurricane evacuation, and terrorist attacks), planned special events, and adverse weather and environmental conditions in order to design effective messages for display on dynamic message signs (DMSs). Focus group studies were conducted in six cities in Texas to obtain driver views of the above issues and to discuss driver information needs. The results of the focus group studies were used as the basis for more extensive human factors laboratory studies that were then conducted in six cities in Texas. The laboratory studies were administered using several different methods of participant interface including laptop computer programs, maps, card selection process, and a driving environment simulator. This report contains specific findings and recommendations concerning message design issues for DMSs for each of the topic areas identified. KW - AMBER Alert KW - Disasters KW - Driver information systems KW - Evacuation KW - Floods KW - Focus groups KW - Human factors KW - Hurricanes KW - Laboratory studies KW - Messages (Communications) KW - Ozone KW - Recommendations KW - Special events KW - Terrorism KW - Texas KW - Variable message signs KW - Weather conditions UR - http://tti.tamu.edu/documents/0-4023-4.pdf UR - https://trid.trb.org/view/773000 ER - TY - RPRT AN - 01018751 AU - Najafi, Mohammad AU - Gunnick, Brett AU - Davis, George AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Preparation of Construction Specifications, Contract Documents, Field Testing, Educational Materials, and Course Offerings for Trenchless Construction PY - 2005/10//Final Report SP - 68p AB - Trenchless technology offers methods by which underground utilities may be installed without damage to overlying pavement, if proper precautions are observed. In the past ten years, repeated improvements in technology, materials, and methods have advanced faster than the guidelines and specifications for use of the technology. In addition, training in the technology for designers, engineers, and inspectors has not kept pace with developments. Field observation and testing of four different types of horizontal boring and four different pipe types installed for these borings has led to the successful development of a new performance specification for Pipe Installation by Horizontal Boring, Section 734 of the "Missouri Standard Specifications for Highway Construction." In addition, a new material specification has also been added to the Standard Specifications as a result - Section 1075 - Centrifugally-cast Fiberglass Reinforced Polymer Mortar Pipe. Observation of an actual Missouri Department of Transportation construction pipe jacking installation was followed by three separate horizontal bore installations on property of the University of Missouri-Columbia. KW - Fiberglass KW - Field tests KW - Horizontal directional drilling KW - Materials KW - Mortar KW - Pipe KW - Pipe jacking KW - Pipe laying KW - Reinforced plastics KW - Specifications KW - Trenchless technology KW - Underground utility lines UR - http://library.modot.mo.gov/RDT/reports/Ri02003/or06007.pdf UR - https://trid.trb.org/view/772902 ER - TY - RPRT AN - 01019632 AU - Grejner-Brzezinska, Dorota A AU - Toth, Charles AU - McCord, Mark AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Airborne LiDAR: A New Source of Traffic Flow Data PY - 2005/10 SP - 79p AB - Light Detection and Ranging (LiDAR) (or airborne laser scanning) systems became a dominant player in high-precision spatial data acquisition to efficiently create Digital Elevation Model/Digital Surface Model (DEM/DSM) in the late 90's. With increasing point density, new systems are now able to support object extraction, such as extracting buildings and roads, from LiDAR data. The novel concept of this project was to use LiDAR data for traffic flow estimates. In a sense, extracting vehicles over transportation corridors represents the next step in complexity by adding the temporal component to the LiDAR data feature extraction process. The facts are that vehicles are moving at highway speeds and the scanning acquisition mode of the LiDAR certainly poses a serious challenge for the data extraction process. The Ohio State University (OSU) developed method and its implementation, the I_FLOW program, have demonstrated that LiDAR data contain valuable information to support vehicle extraction, including vehicle grouping and localizations. The classification performance showed strong evidence that the major vehicle categories can be efficiently separated. The I_FLOW program is ready for deployment. KW - Data extraction KW - Digital mapping KW - Estimating KW - Feature extraction KW - Features (Spatial data) KW - Laser radar KW - Roads KW - Speed KW - Structures KW - Topography KW - Traffic flow KW - Vehicle classification KW - Vehicles UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A62863765 UR - http://ntl.bts.gov/lib/35000/35400/35498/134145-FR.pdf UR - https://trid.trb.org/view/772426 ER - TY - RPRT AN - 01015102 AU - Rose, David C AU - Dye Management Group, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Arizona Department of Transportation Project Delivery Cycle Time Analysis PY - 2005/10//Final Report SP - 36p AB - The Arizona Department of Transportation (ADOT) conducted research to quantify project delivery cycle time. The purpose of this research was to compare ADOT with other state departments of transportation. This research found that there are significant challenges in establishing measures of project delivery cycle time from data in ADOT's various information systems. These challenges limited the ability of the research to provide a meaningful comparison with other states. The principal recommendation from the study was the need to determine standardized procedures across all ADOT program areas for establishing project schedule baselines and for recording information on accomplishments and project durations. KW - Arizona Department of Transportation KW - Procedures KW - Project delivery time KW - Project management KW - Recommendations KW - Recordkeeping KW - Scheduling KW - Standardization KW - State departments of transportation UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ518.pdf UR - https://trid.trb.org/view/771577 ER - TY - RPRT AN - 01015099 AU - Collins, Brian M AU - Holtz, Robert D AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Long-Term Performance of Geotextile Separators, Bucoda Test Site--Phase III PY - 2005/10//Research Report SP - v.p. AB - This research was Phase III of field investigations carried out over 12 years at a test section in southwest Washington State in an effort to quantify the contribution of geotextile separators to the long-term performance of pavement sections. Five different geotextile separators, as well as a control (soil-only) section, were installed in a test section covering two lanes with different base course thicknesses on a low volume but heavily loaded rural highway west of Bucoda, Washington. Phase I evaluated the performance of the separators during construction. Phase II and III were conducted to evaluate the performance of the separators 5 and 12 years after construction, respectively. Field and laboratory tests were conducted on the subgrade, granular base materials, and the geotextiles as part of the effort to correlate the performance of the pavement section to the presence of the geotextile separators. Falling weight deflectometer (FWD) testing was also performed at the site as part of the effort to quantify the performance of the pavement section. The laboratory tests indicated that the geotextiles successfully performed their separation function over the 12-year period. However, the soil-only sections had a minimal amount of intermixing at the base course/subgrade interface, indicating that the separation benefits of geotextiles may not be realized under relatively thick pavement sections. The FWD tests showed that the most significant increase in the subgrade moduli occurred in the first few months following construction. However, the soil-only sections exhibited behavior similar to the sections with geotextiles during the FWD testing, suggesting that for the relatively thick pavement sections, incorporation of geotextiles may not have provided a significant contribution to the overall performance of the section over the 12-year period. Some of the FWD results did suggest that geotextiles might contribute to an increase in the base course modulus over time. KW - Base course (Pavements) KW - Bucoda (Washington) KW - Falling weight deflectometers KW - Field tests KW - Geotextiles KW - Laboratory tests KW - Modulus of resilience KW - Pavement layers KW - Pavement performance KW - Rural highways KW - Subgrade (Pavements) KW - Test sections KW - Thickness UR - http://www.wsdot.wa.gov/research/reports/fullreports/595.1.pdf UR - https://trid.trb.org/view/771543 ER - TY - RPRT AN - 01015092 AU - Roberts, Craig A AU - Brown-Esplain, Jamie AU - Northern Arizona University, Flagstaff AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Technical Evaluation of Photo Speed Enforcement for Freeways PY - 2005/10//Final Report SP - 117p AB - Extreme speeding on urban-area freeways contributes to increased crashes resulting in fatalities, property damage, and increased maintenance and public safety costs. Photo speed enforcement systems (speed cameras) that automatically sense a speeding vehicle and photograph it and its driver have proven effective at reducing speeding violations, primarily on city streets and arterials. The use of this technology on high-volume, high-speed, multi-lane freeways is technically much more challenging, and largely untested. This research investigates if the current offerings of vendors can provide a viable technical solution in this freeway environment. Twelve ideal characteristics were established that are needed for a speed camera system to operate on Phoenix, Arizona, metro-area freeways. Six vendors were interviewed. Thirteen agencies that use speed camera systems were interviewed, although none were found with sufficient freeway operating experience to provide definitive information to design a field trial. Therefore, only a conceptual field trial and accompanying test plan were developed to explore the technical aspects of potential systems. Public opinion and countermeasures on speed camera systems were researched and reported. No current vendor offering meets all of the twelve ideal characteristics that were established. Advancements in speed camera systems continue, and it is logical to predict that they can be met in the future. One new technology that shows promise is "point-to-point," which tracks average speed between two points on a roadway. This research did not address the violation processing and management activities, but noted that these must be addressed before a field trial can proceed. KW - Countermeasures KW - Freeways KW - Phoenix (Arizona) KW - Photo enforcement KW - Photo radar KW - Public opinion KW - Speed cameras KW - Speed limits KW - Speeding KW - Technological innovations KW - Technology assessment KW - Traffic law enforcement KW - Urban areas UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ596.pdf UR - https://trid.trb.org/view/771574 ER - TY - RPRT AN - 01015090 AU - Saurenman, Hugh AU - Chambers, Jim AU - Sutherland, Louis C AU - Bronsdon, Robert L AU - Forschner, Hans AU - ATS Consulting, LLC AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Atmospheric Effects Associated with Highway Noise Propagation PY - 2005/10//Final Report SP - 174p AB - The primary questions investigated in this project were: What are the atmospheric conditions in the Phoenix valley that contribute to higher than normal sound levels? Are the conditions unique to the Phoenix valley? Can the atmospheric effects be anticipated? The main components of the project were: (1) a review of literature relevant to sound propagation, (2) detailed noise measurements in a Scottsdale neighborhood along the East Loop 101 Freeway, (3) computer modeling of sound propagation under various measured and inferred atmospheric conditions, (4) noise measurements before and after installation of an asphalt rubber friction course (ARFC) on the Pima Freeway by the Arizona Department of Transportation (ADOT) Quiet Pavement Pilot Program, and (5) a pilot study investigating parametric models of tire/pavement noise. Some key conclusions are: nighttime thermal inversion conditions that are common in the Phoenix valley from October through March cause sound level increases of 5 to 8 dB at distances greater than 1/4 mi from freeways, nighttime down-slope drainage flows off the mountain ranges surrounding the Phoenix valley cause localized focusing and de-focusing of sound levels, sound level variations under inversion conditions appear to be greatest at locations that are upwind relative to the down-slope flows, the highest sound levels during the October to March period will usually occur right around sunrise when high traffic volumes coincide with strong inversion conditions, and installation of the ARFC reduces sound levels by 8 to 10 dBA both close to the roadway and at distances of 1/4 mi and greater. A final tentative conclusion is that, based on the computer modeling, there may be a rapid onset of refraction effects between about 200 and 300 m (650 to 1000 ft) from Phoenix valley roadways. KW - Asphalt rubber KW - Atmospheric effects KW - Before and after studies KW - Computer models KW - Freeways KW - Friction course KW - Literature reviews KW - Measurement KW - Phoenix (Arizona) KW - Pilot studies KW - Rolling contact KW - Sound level KW - Sound transmission KW - Traffic noise UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ555.pdf UR - https://trid.trb.org/view/771578 ER - TY - RPRT AN - 01015050 AU - Hughes, John J AU - Sypolt, Matthew AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Post-Consumer Shingles in HMA PY - 2005/10//Final Report SP - 91p AB - This research evaluated the performance of the asphalt in Post Consumer Shingles as a substitute for PG 64-22. The Superpave mixture design used in this research project used 5% by weight of pulverized Post Consumer Shingles. The asphalt in the 5% by weight post consumer shingles replaced 1.3% of the required 5.9% PG 64-22 indicated in the mixture design. KW - Asphalt KW - Asphalt mixtures KW - Hot mix asphalt KW - Mix design KW - Performance KW - Shingles KW - Superpave UR - https://trid.trb.org/view/769529 ER - TY - RPRT AN - 01015044 AU - Harder, Barbara T AU - Burkhardt, Robert E AU - Darmiento, Frank T AU - Tucker, Sandra L AU - Winter, Kenneth AU - Sillick, Susan C AU - Montana Department of Transportation AU - Federal Highway Administration TI - Research Peer Exchange PY - 2005/10//Final Report SP - 18p AB - The Montana Department of Transportation (MDT) hosted a research management peer exchange October 3-7, 2005. The objectives of the peer exchange were to: identify strengths, challenges, and opportunities for the information services component of MDT's Research Program; determine most pressing information needs of MDT staff; determine how best to meet these needs; explore potential areas of cooperation regionally and nationally to improve exchange and use of transportation information; discuss progress with the Midwest Transportation Knowledge Network, American Association of State Highway and Transportation Officials (AASHTO) sponsored Transportation Information Policy Study, Transportation Library Connectivity Pooled-Fund Study, and where to go from here; and identify useful ideas that each member of the peer exchange team can apply practically in his or her own organization. During the exchange, team members identified needs and critical information services issues experienced in their respective organizations and highlighted successful practices used to accomplish information services. The team discussed information needs with MDT staff, and collaboratively with the staff identified a number of pressing needs and considered how to best meet these needs. The team developed observations, strengths, and opportunities for the Montana Department of Transportation. In addition, each team member developed planned actions for their programs. KW - Information needs KW - Information services KW - Montana Department of Transportation KW - Peer exchange KW - Peer groups KW - Research management KW - State departments of transportation UR - http://ntl.bts.gov/lib/48000/48400/48425/Montana_2005_report_1_.pdf UR - https://trid.trb.org/view/769526 ER - TY - RPRT AN - 01015091 AU - Foyt, George AU - Connecticut Academy of Science and Engineering AU - Connecticut Department of Transportation AU - CTTransit AU - Federal Highway Administration TI - Demonstration and Evaluation of Hybrid Diesel-Electric Transit Buses PY - 2005/10//Final Report SP - 52p AB - The project goal was to identify the next generation of transit vehicles for future fleet replacement that are cost effective, reliable, produce fewer emissions, and have improved fuel economy compared to the standard heavy-duty diesel powered bus. Data were collected to produce an estimated life-cycle cost analysis, emissions information, mileage, fuel economy, power production, brake pad wear, and maintenance and repair costs. Bus operator and customer surveys were also performed. The 18 month project data collection effort was completed on December 31, 2004. The results found the hybrid buses to be very reliable and to achieve 10% better fuel economy than their comparable diesel buses. All vehicle emissions in the study were essentially the same. The hybrid buses had a lower life cycle cost when the current FTA 80% purchase subsidy was considered. The hybrid buses were rated very favorably by both the bus operators and customers that rode in them. KW - Bus drivers KW - Cost effectiveness KW - Customers KW - Data collection KW - Demonstration projects KW - Diesel electric buses KW - Exhaust gases KW - Fuel conservation KW - Fuel consumption KW - Hybrid vehicles KW - Life cycle costing KW - Reliability KW - Surveys KW - Transit buses UR - http://docs.trb.org/01015091.pdf UR - https://trid.trb.org/view/771541 ER - TY - RPRT AN - 01014843 AU - Suh, K S AU - Mullins, Gray AU - Sen, Rajan AU - Winters, Danny AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - Use of FRP for Corrosion Mitigation Applications in a Marine Environment PY - 2005/10//Final Report SP - 407p AB - This report presents results of laboratory and field studies to evaluate the role of fiber reinforced polymers (FRPs) in repairing corrosion damaged piles in a marine environment. Both carbon fiber reinforced polymer (CFRP) and glass fiber reinforced polymer (GFRP) were evaluated in laboratory testing and in field demonstration studies using instrumented piles. The focal point of the laboratory study was to determine whether a FRP wrap reduced corrosion in prestressed specimens when the chloride threshold level was exceeded. Results from exposure tests under ambient and accelerated conditions convincingly showed that the FRP was effective in slowing down the corrosion rate. In both exposures, identical wrapped and unwrapped specimens were subjected to simulated tidal cycles under ambient or nominal 140 deg F temperature. For ambient exposure, the reduction in strand weight loss in newly fabricated CFRP and GFRP wrapped specimens was only 50% that in unwrapped controls. In the hot water exposure the increase in strand metal loss in unwrapped specimens initially pre-corroded to a target 25% and then exposed for nearly 2 years was 64.1% compared to 12.1% in the worst performing FRP wrapped specimen. Gravimetric and ultimate strength tests from this study also showed that the effect of the type of repair prior to wrapping was relatively unimportant. Results for full and epoxy repair were comparable. Two field demonstration projects were conducted using both dry (cofferdam) and wet wrap systems. In both studies, a significant number of piles were instrumented to allow corrosion assessment. Corrosion rate in the wrapped piles was found to be lower in comparison to unwrapped controls and CFRP had lower rates than GFRP. On-site bond tests carried out showed that the bond from one of the two wet wrap systems evaluated was comparable to that from the dry system using cofferdam construction. Overall, findings suggest that FRP wrap is a viable method for repairing corrosion-damaged piles. KW - Bond strength (Materials) KW - Carbon fibers KW - Chlorides KW - Corrosion KW - Demonstration projects KW - Fiber reinforced plastics KW - Field studies KW - Glass fiber reinforced plastics KW - Laboratory studies KW - Marine environment KW - Piles (Supports) KW - Prestressed concrete KW - Repairing KW - Wraps (Structural reinforcement) UR - https://trid.trb.org/view/767970 ER - TY - RPRT AN - 01013378 AU - Weyers, Richard E AU - Williamson, Gregory S AU - Mokarem, David W AU - Lane, Daniel S AU - Cady, Philip D AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Testing Methods to Determine Long Term Durability of Wisconsin Aggregate Resources PY - 2005/10//Final Report SP - 91p AB - The Wisconsin Department of Transportation (WisDOT) uses approximately 11,000,000 tons of aggregate per year for transportation projects. Being able to select durable aggregates for use in transportation projects is of considerable importance; if the aggregate deteriorates then the constructed facility requires premature repair, rehabilitation or replacement. Realizing the importance and also that deficiencies in the current WisDOT testing protocol may exist, it has been concluded that the durability-testing program for Wisconsin aggregates needs to be updated. It should also be noted that the use of recycled and reclaimed aggregates has increased in recent years and not all typical durability tests can be used for testing these aggregates. This project has identified recent advances in the understanding and testing of aggregate durability. An in depth literature review has been conducted and from the compiled information a laboratory testing program was developed. Selection of the tests was based upon the tests' precision, efficiency, and predictive capabilities. In the laboratory-testing phase of this project the proposed durability tests along with current WisDOT durability tests were used to evaluate the full range of Wisconsin aggregates. From the test results it was found that the WisDOT aggregate testing protocol could be reduced substantially by eliminating many of the testing requirements for aggregates that have a vacuum saturated absorption of less than 2%. Also, the addition of several tests was ruled out due to their lack of correlation with field performance records. The Micro-Deval abrasion test is recommended for inclusion in WisDOT testing protocol as a test to measure the abrasion resistance of aggregate while the Los Angeles abrasion test is better suited as a measure of aggregate strength. Additional conclusions were made based on the durability testing conducted and an overall testing protocol has been developed and is recommended for implementation by WisDOT. KW - Abrasion tests KW - Aggregates KW - Durability tests KW - Laboratory tests KW - Literature reviews KW - Recycling KW - Testing protocol KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53957/WHRP_02-03_Testing_Methods.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/02-03agdurability1.pdf UR - https://trid.trb.org/view/767903 ER - TY - RPRT AN - 01013283 AU - Choi, Jeong-Hoon AU - Chen, Roger HL AU - West Virginia University, Morgantown AU - Federal Highway Administration TI - Design of Continuously Reinforced Concrete Pavements Using Glass Fiber Reinforced Polymer Rebars PY - 2005/10//Final Report SP - 79p AB - This is Task 3: Continuously Reinforced Concrete Pavement. The corrosion resistance characteristics of glass fiber reinforced polymer (GFRP) rebars make them a promising substitute for conventional steel reinforcing rebars in continuously reinforced concrete pavements (CRCPs). Studies are conducted on the effect of using GFRP rebars as reinforcement in CRCP on concrete stress development, which is directly related to the concrete crack formation that is inevitable in CRCP. Under restrained conditions, concrete volume change because of shrinkage and temperature variations is known to cause early-age cracks in CRCP. In this study, an analytical model has been developed to simulate the shrinkage and thermal stress distributions in concrete due to the restraint provided by GFRP rebars in comparison with the stresses induced by steel rebars. The results show that the stress level in concrete is reduced with GFRP rebars because of a low Young's modulus of GFRP. In addition, the analytical model has been used to estimate concrete strain variation in reinforced concrete slabs because of changes in concrete volume, and the results were compared with the experimental observation. Finite element (FE) methods are also developed to predict the stress distribution and crack width in the GFRP-reinforced CRCP section that is subjected to the concrete volume changes under various CRCP design considerations, such as the coefficient of thermal expansion (CTE) of concrete, the friction from the pavement's subbase, and the bond-slip between concrete and reinforcement. Based on the results from the FE simulation along with the mechanistic analysis, a series of feasible designs of the GFRP-reinforced CRCP is proposed. The stress levels in the GFRP reinforcement, the crack widths, and the crack spacings of the proposed pavements are shown to be within the allowable design requirements. KW - Bond slip KW - Coefficient of thermal expansion KW - Continuously reinforced concrete pavements KW - Corrosion resistance KW - Cracking KW - Finite element method KW - Friction KW - Glass fiber reinforced plastics KW - Pavement design KW - Pavement performance KW - Polymers KW - Reinforcing bars KW - Shrinkage KW - Simulation KW - Strain (Mechanics) KW - Stresses KW - Subbase (Pavements) KW - Temperature KW - Volume changes KW - Young's modulus UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/05081/05081.pdf UR - https://trid.trb.org/view/767687 ER - TY - RPRT AN - 01013275 AU - Perera, R W AU - Kohn, S D AU - Tayabji, S AU - Soil and Materials Engineers, Incorporated AU - Construction Technology Laboratories, Incorporated AU - Federal Highway Administration TI - Achieving a High Level of Smoothness in Concrete Pavements without Sacrificing Long-Term Performance PY - 2005/10//Final Report SP - 209p AB - In a PCC pavement, it is important to achieve both a high level of smoothness during construction, as well as a satisfactory long-term performance. It is not acceptable to construct a pavement with a high initial smoothness that will give poor long-term performance. The design features and material properties of the PCC pavement should be conducive to yielding satisfactory long-term performance. Smoothness measurements for construction acceptance are usually performed shortly after paving is completed. The results from the smoothness measurements are used to judge whether the pavement has achieved the specified smoothness level. However, it is unclear whether the smoothness of a pavement measured immediately after it is paved truly reflects the initial smoothness of the pavement because the smoothness may undergo changes over the short term (e.g., within 3 months) due to curling or warping effects. This report: (1) assesses whether high initial smoothness translates into better long-term performance, (2) identifies design features and material properties in PCC pavements that can cause an initially smooth pavement to exhibit detrimental long-term performance, (3) provides guidance on materials properties, design features, and construction procedures to avoid these detrimental effects, (4) investigates how the smoothness of a PCC pavement measured immediately after construction can change over the short term (within the first 3 months), and (5) looks at data collection issues related to lightweight inertial profiles. KW - Concrete pavements KW - Data collection KW - Inertial profilers KW - Initial smoothness (Pavements) KW - Long term performance KW - Measurement KW - Mix design KW - Pavement design KW - Pavement performance KW - Paving KW - Portland cement concrete KW - Procedures KW - Properties of materials KW - Smoothness UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/05068/ UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/05068/05068.pdf UR - https://trid.trb.org/view/767685 ER - TY - RPRT AN - 01013260 AU - Hensing, David J AU - Rowshan, Shahed AU - Science Applications International Corporation AU - Federal Highway Administration TI - Roadway Safety Hardware Asset Management Systems Case Studies PY - 2005/10//Final Report SP - 92p AB - This study provides information to State DOTs on roadway safety hardware management systems that could help increase their use of state-of-the-practice techniques. This report was developed for State DOT personnel, particularly chief engineers and other top management, involved with the planning, funding, and execution of roadway safety hardware management systems. KW - Asset management KW - Case studies KW - Detectors KW - Guardrails KW - Hardware KW - Highway safety KW - Lighting KW - Poles (Supports) KW - Road markings KW - Signals KW - Signs KW - State departments of transportation KW - State of the practice UR - http://www.fhwa.dot.gov/publications/research/safety/05073/index.cfm UR - https://trid.trb.org/view/767637 ER - TY - RPRT AN - 01011202 AU - Brydia, Robert E AU - Brackin, Byron E AU - Johnson, Jeremy D AU - Thomas, Gary B AU - Balke, Kevin N AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Wireline Communications Design Guidebook for Intelligent Transportation Systems PY - 2005/10//Technical Report SP - 60p AB - Texas Department of Transportation (TxDOT) engineers are responsible for the design, evaluation, and implementation of Intelligent Transportation System (ITS) solutions across the entire state. These installations occur with vast differences in requirements, expectations, and constraints. Many deployments require some type of communication system to complete the installation. This report details the development of a reference guidebook and training workshop for TxDOT engineers. The purpose of these materials is to: (1) establish a fundamental level of understanding of wireline communication concepts and technologies, (2) convey and explain a comprehensive process for assessing communication needs for ITS deployments, and (3) create a set of workshop materials for future training program opportunities. KW - Communication systems KW - Guidelines KW - Intelligent transportation systems KW - Texas KW - Texas Department of Transportation KW - Training KW - Wireless communication systems KW - Workshops UR - http://tti.tamu.edu/documents/0-4969-1.pdf UR - https://trid.trb.org/view/767640 ER - TY - RPRT AN - 01011201 AU - Brydia, Robert E AU - Johnson, Jeremy D AU - Balke, Kevin N AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - An Investigation into the Evaluation and Optimization of the Automatic Incident Detection Algorithm Used in TxDOT Traffic Management Systems PY - 2005/10//Technical Report SP - 110p AB - Texas Department of Transportation (TxDOT) traffic management systems have the capability to monitor real-time traffic flow data for automatic incident detection. The faster an incident is detected, the more rapid the response, which decreases congestion on the roadways. This detection capability is centered on an existing algorithm that utilizes lane occupancy from roadway loop detectors. This research proposes a minimal modification to the incident detection algorithm which decreases false alarms and increases the detection rate, as determined by a multi-year assessment of its performance characteristics, using archived data. The project delivers a revised algorithm, a procedure for setting incident detection thresholds, a logic flow for an automated tool, and recommendations for improving the incident detection process and data archives. KW - Algorithms KW - Automatic incident detection KW - Evaluation KW - Highway traffic control KW - Lane occupancy KW - Loop detectors KW - Optimization KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-4770-1.pdf UR - https://trid.trb.org/view/767639 ER - TY - RPRT AN - 01011134 AU - Rister, Brad W AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Cumberland Gap Tunnel Pavement Problem PY - 2005/10//Final Report SP - 18p AB - Ground Penetrating Radar was used to verify voids beneath the concrete roadway located at the Cumberland Gap Tunnel, in Middlesboro, Kentucky. Preliminary results indicate that several void areas reside beneath the northbound and southbound tunnel lanes. The sizes and proximity of the voids are provided in this report. KW - Air voids KW - Concrete pavements KW - Ground penetrating radar KW - Middlesboro (Kentucky) KW - Pavement layers KW - Tunnels UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_35_KH5_05_1F.pdf UR - https://trid.trb.org/view/767510 ER - TY - RPRT AN - 01011130 AU - Cousins, Thomas E AU - Lesko, John J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Construction of a Virginia Short-Span Bridge with the Strongwell 36-Inch Double-Web I-Beam PY - 2005/10//Final Contract Report SP - 42p AB - The Route 601 Bridge in Sugar Grove, Virginia, spans 39 ft over Dickey Creek. The bridge is the first to use the Strongwell 36-in. deep fiber-reinforced polymer (FRP) double-web beam (DWB) in a vehicular bridge superstructure. Construction of the new bridge was completed in October 2001, and field testing was undertaken shortly thereafter as well as in June of 2002 to assess any potential changes in structural performance. This paper details the field evaluation of the Route 601 Bridge. Using midspan deflection and strain data from the October 2001 and June 2002 field tests, the American Association of State Highway and Transportation Officials (AASHTO) bridge design parameters were determined, namely wheel load distribution factor g, dynamic load allowance IM, and maximum deflection. The wheel load distribution factor was determined to be S/4, a dynamic load allowance was determined to be 0.50, and the maximum deflection of the bridge was L/1110. Deflection results were lower than the AASHTO L/800 limit. This discrepancy is attributed to partial composite action of the deck-to-girder connections, bearing restraint at the supports, and contribution of guardrail stiffness. It was found that diaphragm removal had a small effect on the wheel load distribution factor. An examination of the 36-in. DWB capacity and failure mode indicates that the strength of the girder is controlled by compression failure in the flange and not shear failure, as originally thought. An attempt to predict the girder fatigue performance shows that small losses in bending stiffness would be expected at fatigue loads 26% of the ultimate capacity, which was confirmed through experiments. Moreover, there is no concern that fatigue alone will cause a failure during the reasonable life of the structure as presently operated. KW - Bending KW - Bridge design KW - Bridge superstructures KW - Deflection KW - Double web beams KW - Dynamic loads KW - Failure analysis KW - Fatigue (Mechanics) KW - Fiber reinforced plastics KW - Field tests KW - Short span bridges KW - Stiffness KW - Sugar Grove (Virginia) KW - Wheel load distribution KW - Wheel loads UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-cr5.pdf UR - https://trid.trb.org/view/767580 ER - TY - RPRT AN - 01011124 AU - Singleton, Michael AU - Xiao, Qing AU - Agent, Kenneth R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Economic Costs of Low Safety Belt Usage in Motor Vehicle Crashes in Kentucky PY - 2005/10//Final Report SP - 23p AB - By passing legislation in 2006 to mandate primary enforcement of the Kentucky state law requiring safety belt use for motor vehicle occupants, the state could expect to realize an overall savings of at least $118 million in direct medical costs over the ten-year period from 2006 to 2015. Charges to Medicaid over that period would be about $34 million less than under the current secondary enforcement model. In addition, there would be at least $67 million saved in medical costs to commercial insurers, $2.3 million to Medicare, $3.3 million to Worker’s Compensation, and $11.2 million to other sources. These savings would be a direct result of an increase in the number of Kentuckians who would wear a safety belt if a primary enforcement law were in place. States that have enacted primary enforcement legislation in the past have experienced increases in safety belt use of as much as 18 percentage points. The National Highway Traffic Safety Administration (NHTSA) has stated that the average increase is between 10 and 15 percentage points. The savings given above assume that Kentucky would experience an increase of 13 percentage points, which would move the state’s usage rate from 67% to 80%, which was the national average in 2004. NHTSA has published estimates of the effectiveness of safety belts in preventing fatal and nonfatal injuries. The estimated effectiveness varies depending on the type of vehicle in which the occupant is riding (passenger car versus light truck), the type of safety belt used (lap belt only versus lap and shoulder belt), and the occupant’s position in the vehicle (front seat versus rear seat). Linked collision report and hospital discharge data from Kentucky’s Crash Outcome Data Evaluation System (CODES) were used to estimate Kentucky’s overall safety belt effectiveness for preventing moderate-to-critical injury at 55%. This number was then used to calculate medical costs savings for Kentucky’s Medicaid program and other payers that would result from enactment of a primary enforcement law. Particular attention was given to traumatic brain injuries (TBI) and spinal cord injuries (SCI) because they often result in medical costs for years after the original injury. KW - Brain KW - Crash Outcome Data Evaluation System KW - Economics KW - Fatalities KW - Highway safety KW - Injuries KW - Kentucky KW - Medical costs KW - Primary enforcement KW - Seat belt use KW - Seat belts KW - Secondary enforcement KW - Spinal cord KW - State laws KW - Traffic crashes UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_33_SPR315_06_1F.pdf UR - https://trid.trb.org/view/767464 ER - TY - RPRT AN - 01010923 AU - Shahrooz, Bahram M AU - Reising, Reiner R M W AU - Neumann, Andrew R AU - Hunt, Victor J AU - Helmicki, Arthur J AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Field Performance Evaluation of Multiple Fiber Reinforced Polymer Bridge Deck Systems Over Existing Girders - Phase II PY - 2005/10//Interim Report SP - v.p. AB - In an effort to better understand the performance of bridges with fiber reinforced polymer (FRP) composite decks, four different deck systems were installed in a 207-m, three-lane, five-span bridge in Dayton, Ohio. The spans range from 40 to 44 m, and the bridge consists of six steel girders. The span lengths and large number of panels created a unique opportunity to evaluate the response of four common FRP bridge deck systems under identical traffic and environmental conditions. Over a six-year period, the performance of the bridge and its components were monitored through field documentations, long-term continuous monitoring of key responses, controlled static and dynamic truck load tests conducted on a regular basis, and multi-reference modal tests performed in conjunction with the truck load tests. The measurements from nearly 300 sensors allowed a detailed evaluation of critical design issues such as the behavior of FRP panel-steel girder connections and connections between FRP panels, impact factor and distribution factors for bridges with FRP decks, thermal characteristics of FRP panels versus conventional reinforced concrete decks, critical role of thermal behavior of FRP panels on the overall performance, level of composite action, and serviceability issues for bridges with FRP decks. Based on the presented information, a number of recommendations for improved behavior are made. KW - Bridge decks KW - Bridge design KW - Composite action KW - Composite construction KW - Dayton (Ohio) KW - Dynamic tests KW - Fiber reinforced plastics KW - Girder bridges KW - Load tests KW - Monitoring KW - Performance KW - Serviceability KW - Static tests KW - Structural connection KW - Thermal effects UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A47623098 UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A62270150 UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A62270150 UR - https://trid.trb.org/view/767149 ER - TY - RPRT AN - 01010925 AU - Boselly, S Edward AU - Blackburn, Robert R AU - Amsler, Duane E AU - Weather Solutions Group AU - Blackburn & Associates AU - AFM Engineering Services AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Procedures for Winter Storm Maintenance Operations PY - 2005/10//Final Report SP - 117p AB - The purpose of this research is to review Arizona Department of Transportation's (ADOT's) existing snow and ice control practices and procedures and to make recommendations to improve snow and ice control. The research uses the level of service (LOS) goals from a maintenance management system (MMS) to make recommendations for improving procedures and acquiring resources in order to attain the LOS goals. The main recommendations in applying de-icing and anti-icing chemicals include: (1) Where LOS goals and site conditions allow, ADOT should implement anti-icing as a standard strategy. (2) The reasonable amounts of chemicals in anti-icing operations should be based on current and expected conditions. (3) The concentration of chemicals applied can change over time, i.e., become diluted, with the interaction of the chemicals, precipitation and accumulated snow or ice. Care should be taken in applications of chemicals when the diluted potential is medium or high. (4) The recommended treatment strategy for localized icing conditions is pre-treating with a liquid ice control chemical 6 to 66 hours before the potential event. Liquid ice control chemicals are also effective in treating black ice that has already occurred if the pavement temperature is above 23 deg F (-5 deg C). The research has found that the current ADOT snow and ice fleet size, character, and associated support resource are not adequate to provide the LOS desired. It is recommended that 30-50 additional snow and ice trucks should be acquired. ADOT also should conduct a route-by-route analysis to realign existing resources to be compatible with highway priority and cycle time. In order for ADOT to successfully attain its LOS goals, it needs to adopt a chemical priority policy for the use of chemicals in snow and ice control where possible. This policy would apply to both anti-icing and deicing strategies. This will require additional cost for chemicals and reduced cost for cinders. It is also recommended that ADOT should establish a formally programmed, user driven, and continuous technical training program for snow and ice control. The training goals and objectives should be established. By establishing such a program, consistent practices and procedures can be implemented effectively and efficiently. KW - Anti-icing KW - Arizona Department of Transportation KW - Black ice KW - Deicing KW - Deicing chemicals KW - Fleet size KW - Level of service KW - Maintenance management KW - Policy KW - Recommendations KW - Snow and ice control KW - Surface treating KW - Training programs KW - Winter maintenance UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ461.pdf UR - https://trid.trb.org/view/767199 ER - TY - ABST AN - 01460609 TI - Research for AASHTO Standing Committee on Highways. Task 213. Requirements for Minimum Maintained Retroreflectivitiy of Pavement Marking AB - This study will provide assistance to a SCOH task force in evaluating requirements for minimum maintained pavement marking retroreflectivity and inform AASHTO in regard to future FHWA rule making The contract is being processed. KW - Marking materials KW - National Cooperative Highway Research Program KW - Pavement design KW - Pavements KW - Research projects KW - Retroreflectivity KW - Specifications UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1228 UR - https://trid.trb.org/view/1228826 ER - TY - RPRT AN - 01099517 AU - Tayebali, Akhtarhusein A AU - Knappe, Detlef R U AU - Chen, Chun AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Quantifying Anti-Strip Additive in Asphalt (Binder & Mixes) PY - 2005/09/30/Final Report SP - 100p AB - In this study, litmus and colorimetric tests were developed to quantify the contents of amine-based antistrip additives in asphalt binders and mixes. In addition, the effect of prolonged heating on antistrip additive content was evaluated for both asphalt binders and mixes. Results of this study indicate that both litmus and colorimetric tests are capable of detecting and quantifying amine-based antistrip additives in asphalt binders and mixes. Also, both test methods were able to validate the antistrip additive contents in field samples with known additive contents. When subjected to prolonged heating periods, the antistrip additive content decreased substantially for both asphalt binders and mixes. For asphalt binders, no antistrip additive content was detectable after 24 to 48 hours of extended heating; for mixes, the measured antistrip additive content approached zero percent after 6 to 12 hours of extended heating. KW - Additives KW - Antistrip additives KW - Asphalt mixtures KW - Asphalt pavements KW - Binders KW - Bituminous binders KW - Color KW - Colorimetry KW - Field tests KW - Mix design UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-05FinalReport.pdf UR - https://trid.trb.org/view/859077 ER - TY - RPRT AN - 01023451 AU - Federal Highway Administration AU - Battelle Memorial Institute AU - University of Arizona, Tucson TI - Final Report: Model Deployment of a Regional, Multi-Modal 511 Traveler Information System PY - 2005/09/30/Final Report SP - 204p AB - On July 21, 2000, the Federal Communications Commission assigned 511 as the nationwide traveler information telephone number and granted responsibility for it to government transportation agencies. Since that time, 27 statewide and regional 511 systems have been implemented throughout the United States, including the Arizona system. The Federal Highway Administration (FHWA) and Federal Transit Administration (FTA) jointly sponsored the Arizona 511 Model Deployment. The Model Deployment sought to demonstrate the potential of 511 services to bring together data from various sources and provide useful information to travelers through a state-of-the-art telephone interface. The national evaluation documented costs and lessons learned, measured the accomplishment of the implementers’ hypothesized project impacts, and assessed the extent to which the Arizona 511 project satisfied the following U.S. DOT objectives for the Model Deployment: (1) “Push the envelope” on the production and dissemination of quality traveler information; (2) Utilize a voice recognition user interface and a menu that balances comprehensive information with ease-of-use; (3) Provide information automatically, with no operator needed, and provide users the ability to request information for specific segments of roadways, such as “I-10 in Phoenix” rather than providing them information only at the less specific “route level”, that is, “I-10” for the entire state; (4) At a minimum, provide a comprehensive set of basic, multi-modal traveler information including roadway congestion, incidents and construction; major transit service disruptions; special events; and abnormal road weather conditions. As a result of this evaluation, the following recommendations are made to 511 deployers. 1. If specific, near-term impacts are important, prioritize and focus your 511 implementation. 2. Voice recognition is not “plug and play”; expect to spend considerable resources on its implementation. 3. Pursue a vigorous, targeted 511 marketing program. 4. In the early planning stages, thoroughly investigate institutional and technical issues associated with data input by partner agencies. 5. Incorporate mechanisms for capturing user feedback for system evaluation. KW - 511 (National Travel Information Number) KW - Advanced traveler information systems KW - Arizona KW - Construction KW - Costs KW - Deployment KW - Evaluation KW - Feedback KW - Highway traffic KW - Highway travel KW - Impacts KW - Implementation KW - Information dissemination KW - Intelligent transportation systems KW - Interagency relations KW - Lessons learned KW - Marketing KW - Multimodal transportation KW - Partnerships KW - Public transit KW - Recommendations KW - Regional planning KW - Special events KW - Speech recognition KW - State of the art KW - Traffic congestion KW - Traffic incidents KW - Traveler information and communication systems KW - Users KW - Weather conditions UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14248.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14248_files/14248.pdf UR - https://trid.trb.org/view/778879 ER - TY - RPRT AN - 01010908 AU - Cooper, B R AU - Sawyer, Helen E AU - Federal Highway Administration TI - Assessment of M25 Automatic Fog-Warning System - Final Report PY - 2005/09/30/Final Report SP - n.p. AB - An automatic fog warning system became operational during the summer of 1990 on the M25 London orbital motorway, a freeway facility circling London. The system automatically detects the presence of fog and posts warning messages on dynamic message signs (DMS) upstream of the fog detector. Detectors are located at 54 fog prone areas along the M25, including river valleys and high ground prone to hill fog. When a fog detector senses visibility below 250 meters, the system posts a warning message (the word “fog” ) on existing DMS ranging from 0.8 to 2.2 km upstream from the activated detectors. During periods of heavy fog additional warnings are posted farther upstream of the detector at signs ranging from 1.8 km to 3.8 km upstream. An independent evaluation assessed the effectiveness of the system, primarily in terms of changes in vehicle speeds which occurred when the messages were posted as a result of the formation of fog. The intent of the evaluation was to determine if a statistically significant reduction in vehicle speeds occurs in the presence of a fog warning system. Twelve DMS were chosen at which to assess the effectiveness of the system - a pair of signs on one of the approaches to each of six principal fog detector sites. These twelve signs were all on three-lane sections of motorway and were chosen to be sufficiently far from junctions so that vehicles would normally be traveling at reasonably constant speed and not changing lanes. A pair of inductive loops was cut in each lane approximately 300m downstream of the signs to collect data. During the evaluation period, between November 1990 and the end of March 1992, a considerable amount of fog occurred and a total of about 240 data files were collected, with each file containing data on about 20,000 vehicles whose data could be investigated. The study measured vehicle speeds, comparing the change in mean speeds during observation periods before and after the fog messages were displayed on the DMS. The observation periods ranged in length from 1 to 10 minutes. Similar measurements were taken each time the fog messages were deactivated. These speed changes were also compared to speed changes at the same times during non-foggy days. When the fog messages were switched on, there was a statistically significant overall net reduction in mean vehicle speeds of about 1.8 mph. This conclusion is drawn from analysis of data from the 10 sign locations which experienced enough fog over the evaluation period to yield useful data. Greater speed reductions occurred in the inner/faster lanes, and lesser reductions occurred the outer/slow lane. Faster vehicles slowed down more when the fog signals switched on, with the average change in the 85th percentile speed being 0.5 mph greater than the average change in the overall mean speed. Increases in speed occurred when the signals were switched off. These speed reductions indicate that the fog warning messages do alert drivers to the presence of fog ahead. Once aware that they are about to enter a foggy area, drivers are prepared to drive more safely through the fog. KW - Detectors KW - Drivers KW - Driving KW - Evaluation and assessment KW - Fog KW - Highway safety KW - Highway traffic control KW - London (England) KW - Reduction (Decrease) KW - Speed KW - Traffic safety KW - Variable message signs KW - Warning systems UR - http://www.itsbenefits.its.dot.gov/its/benecost.nsf/0/D3B79214FEBFFEF88525708C0049AF9F?OpenDocument&Query=BWhatsNew UR - https://trid.trb.org/view/767174 ER - TY - ABST AN - 01460662 TI - Pedestrian Predictive Crash Methodology for Urban and Suburban Arterials AB - Based on a minor amount of related research and pedestrian-motor vehicle crash typing research, there is a believed to be a strong, but unquantified relationship between pedestrian/motor vehicle crashes and site-specific characteristics. Models are currently not available that can help predict crashes based on site-specific conditions and operational characteristics of a roadway. A coordinated effort is underway to develop a Highway Safety Manual (HSM) for use in making quantitative estimates of the safety performance of specific highway types and quantitative estimates of proposed improvements to specific highway types. The highway types being addressed in the first edition of the HSM are rural two-lane highways, rural multilane highways, and urban and suburban arterials. Explicit consideration of pedestrian safety on urban and suburban arterials is considered critical to implementation of the first edition of the HSM. An HSM methodology to make safety predictions for urban and suburban arterials is being developed in the ongoing NCHRP Project 17-26. The Project 17-26 database will be most suited for modeling motor vehicle crashes on roadway segments and at intersections. Models will also be developed within Project 17-26 that estimate pedestrian safety based on average pedestrian crash frequency. However, these models will not be sensitive to site-specific conditions that influence pedestrian crashes. Thus, the models currently under development will not address the needs for determining site-specific pedestrian safety effects or for evaluating the site-specific effects of proposed projects intended to improve pedestrian safety. The objective of this research is to develop a methodology for quantifying the pedestrian safety effects related to existing site characteristics and/or proposed improvements on urban and suburban arterials. The methodology should be developed so it can be used in an independent fashion as a guide, but also in a manner that will allow integration with the overall safety performance methodology currently under development in NCHRP Project 17-26. KW - Arterial highways KW - Highway safety KW - Multilane highways KW - National Cooperative Highway Research Program KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Research projects KW - Rural highways KW - Suburbs KW - Two lane highways KW - Urban areas UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=463 UR - https://trid.trb.org/view/1228880 ER - TY - ABST AN - 01460695 TI - Research for the AASHTO Standing Committee on the Environment. Task 19. Historic Bridge Rehabilitation/Replacement Decision Making AB - This proposed study will identify best practices and any existing guidelines and standards on historic bridge rehabilitation versus replacement. The study will also include recommendations (based on these best practices and guidelines and standards) on how engineers, transportation planners, and preservationists can make informed decisions concerning historic bridge rehabilitation versus replacement. KW - Best practices KW - Decision making KW - Engineers KW - Historic bridges KW - National Cooperative Highway Research Program KW - Planning and design KW - Preservation KW - Rehabilitation (Maintenance) KW - Research projects KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1291 UR - https://trid.trb.org/view/1228913 ER - TY - ABST AN - 01460581 TI - Research Program Design---Administration of Highway and Transportation Agencies. Alternative Organizational Designs for State Transportation Departments AB - State departments of transportation (DOTs) are continually evolving because of planned and unplanned reactions to internal and external forces of change -- for example, legislative, economic, and demographic trends; rapid turnover in top leadership as well as other workforce-related issues; increasing focus on operations and customer services; downsizing, employment caps, and outsourcing; rehabilitation needs versus new construction; modal integration; and elective and mandatory changes in relationships with other governmental agencies and private organizations. While many state DOTs periodically assess their organizations' abilities to react strategically and revamp their organizations accordingly, accomplishing these efforts can be influenced by issues such as employment policies, other internal policies, and long-standing cultural traditions. The public's demand for more responsive and cost-effective delivery of transportation projects and services often requires more creative and innovative changes to state DOT organizations. Research is needed to identify organizational designs that respond to various internal and external forces and improve the strategies and business operations of state DOTs in fulfilling their missions in areas such as, but not limited to, program delivery and system operations. Research of this kind will provide a resource to the leadership of state DOTs for improving their own organizations and discussing alternatives among peers. The objective of this project is to provide a resource to top-level state DOT management on organizational designs to improve their responses to various external and internal forces of change. It is envisioned that this resource can be used to support an organizational assessment as well as to provide a basis for future dialog among the leadership of state DOTs as opportunities or needs arise. KW - Demographics KW - Economic factors KW - Leadership KW - Legislation KW - Management and organization KW - National Cooperative Highway Research Program KW - Research projects KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=545 UR - https://trid.trb.org/view/1228798 ER - TY - SER AN - 01104551 JO - Civil Engineering Studies. Transportation Engineering Series No. 140. Traffic Operations Lab Series No. 17 PB - University of Illinois, Urbana-Champaign AU - Chitturi, Madhav V AU - Benekohal, Rahim F AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Effect of High and Low Temperatures on UPS Systems for Intersection Traffic Signals PY - 2005/09/20/Project Report SP - 64p AB - Temperature significantly affects the performance of UPS systems. Four different UPS systems were evaluated at sub-zero temperatures and hot temperatures from -25 °C to +72 °C (-13 °F to +162 °F). At high temperatures, tests were performed to ascertain the run times under normal signal operation, whether the UPS shuts down the charging and that there is no gassing of the batteries. At sub-zero temperatures tests were performed to find the run times under normal, flashing and a combination of normal and flashing modes of operation. All the UPS systems showed longer run times as the temperature increased and drastically shorter run times as the temperature decreased. For normal operation at +72 °C condition, the percentage change in run time relative to room temperature ranged from +6% to +26%. Relative to room temperature the percentage change in run time at -25 °C condition ranged from -32% to -80% for normal operation. At the coldest temperature, the increase in duration of flashing compared to duration of normal operation ranged from 89% to 158% and the increase in combination of normal and flashing duration compared to normal operation duration ranged from 35% to 81%. It is recommended to switch to flashing or a combination of normal and flashing mode of operation in cold temperatures to increase the run time. It was also found that a UPS with a greater battery capacity may not yield greater run times under all temperature conditions. KW - Electric batteries KW - Electric power supply KW - Emergency power supply KW - Performance KW - Signalized intersections KW - Temperature KW - Traffic signals KW - Uninterruptible power supply UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-140.pdf UR - http://ntl.bts.gov/lib/26000/26800/26879/TOLseries17.pdf UR - https://trid.trb.org/view/863219 ER - TY - ABST AN - 01537913 TI - Structural Acoustic Analysis of Piles AB - A technical committee of representatives from participating states will identify common research needs, select projects for funding and oversee implementation of results. Specific research activities addressed within the program will include, but not be limited to: investigating how the characteristics of sound produced during pile-driving are influenced by modifications in pile materials, pile shape, hammer characteristics and other variables; investigating means to effectively reduce underwater sounds close to the piles during pile driving with attenuation systems; validating the predictive models during actual construction; synthesizing information from this project with other efforts notably NCHRP Project 25-28- Predicting and Mitigating Hydroacoustic Impacts on Fish from Pile Installation; and developing a guidance document for practitioners. The objective of this project are to: (1) investigate how modifications in pile materials, pile shape, hammer characteristics, the nature of the substratum into which the pile is driven, water depth, the depth to which the pile is driven into the substratum, the load-bearing objective of the pile and other variables influence the properties of noise generated during pile driving; (2) develop and validate acoustical source models of pile driving based on pile materials, pile shape, hammer characteristics and other variables; (3) develop and validate sound field models of the effects of sound attenuation systems on the sound field close to piles. This includes defining the limits of the near field for different physical conditions (that is, size and shape of pile, depth of water, wavelengths of interest); (4) develop guidance for departments of transportation (DOTs) and other entities to select appropriate materials, methods and noise reduction strategies for pile driving projects; and (5) identify additional ranked research topics necessary to address regulatory or other concerns as necessary to adequately address practical application solutions. KW - Acoustics KW - Attenuation (Engineering) KW - Bridge construction KW - Pile driving KW - Sound KW - Structural analysis UR - https://trid.trb.org/view/1324292 ER - TY - ABST AN - 01463073 TI - Development of Precast Bent Cap Systems for Seismic Regions AB - Precast bent cap systems are of increasing utility in highway construction. Precasting moves concrete forming, pouring, and curing operations out of the work zone, making bridge construction safer and more environmentally friendly, and it removes bent cap construction from the critical path. Precasting also improves quality and durability because the work is performed in a more controlled environment. The accelerated construction benefits of precast bent cap systems support the philosophy of "get in, get out, stay out." Successful use of precast bent caps relies on proper design, constructability, and performance of the connections. Early uses of precast bent caps were limited to applications where minimal moment and shear transfer were required at connections. In seismic regions, provisions normally must be made to transfer greater forces through connections. Research is needed to examine the constructability of precast bent cap connections, connection behavior (including the effects of joint reinforcement and other detailing requirements), and girder continuity. Bent cap systems for both steel and precast concrete superstructures are needed. Guidelines for design, detailing, and construction must be developed so that precast bent cap technology can be used in all areas of the United States where seismic loading is an issue. The objective of this project is to develop a design methodology, connection details, and design and construction specifications for precast bent cap systems under seismic loading. The specifications shall be in a form suitable for consideration by the AASHTO Highway Subcommittee on Bridges and Structures (HSCOBS). KW - Bridges KW - Concrete curing KW - Concrete forms KW - Construction KW - Design methods KW - Methodology KW - National Cooperative Highway Research Program KW - Precast concrete KW - Seismicity UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=363 UR - https://trid.trb.org/view/1231298 ER - TY - ABST AN - 01460479 TI - Development of a Tack Coat Protocol AB - The objective of this study is to investigate important factors that are known to influence the adhesive bond provided by the tack coat at the interface between pavement lifts while evaluating potential Quality Control (QC) and Quality Assurance (QA) test methods. The proposed study will aim at developing guidelines on the surface treatment of the existing pavement lift, selection of tack coat application rate, and developing/adopting a field (QC) and/or laboratory performance test (QA); the latter being the main focus of the study. KW - Development KW - Field tests KW - Guidelines KW - Pavement design KW - Pavements KW - Protocols KW - Quality assurance KW - Quality control KW - Research projects KW - Surface treating KW - Tack coats UR - https://trid.trb.org/view/1228696 ER - TY - RPRT AN - 01131279 AU - Line, Daniel E AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Monitoring the Effects of Highway Construction over the Little River and Crane Creek PY - 2005/09/08/Final Report SP - 33p AB - This report summarizes the results of a two-year water quality monitoring project to document the effects of the construction of the Highway 1 bypass on the water quality of Crane (Crains) Creek and the Little River. Automated monitoring equipment was installed upstream and downstream of the highway corridor on both Crane Creek and the Little River. For Crane Creek, discharge was monitored and samples of creek water were collected on a flow-proportional basis throughout the project, while for the Little River samples were collected every 6-8 hours during the project. A recording raingage was also maintained for most of the study at Crane Creek and in-situ measurements of temperature, dissolved oxygen, conductivity, and pH were made at least monthly. The mean suspended sediment concentration and turbidity for Crane Creek were 48 mg/L and 40 ntu upstream and 38 mg/L and 26 ntu downstream of the highway corridor. Statistical analysis of the bi-weekly sediment load data from both sites showed that the loads at the upstream site were not significantly different than the downstream site indicating that the construction had no effect on sediment loads of Crane Creek. The mean turbidity of samples was greater upstream compared to downstream, which also indicates no negative effect of highway construction. Means of temperature, dissolved oxygen, conductivity, and pH were nearly the same upstream and downstream indicating no effect on these water quality parameters. Monitoring results for the Little River were similar to Crane Creek in that there were no significant differences between upstream and downstream sites according to paired t-tests conducted on the bi-weekly data. The mean suspended sediment concentration and turbidity upstream were 10 mg/L and 10 ntu upstream and downstream were 12 mg/L and 9 ntu. KW - Dissolved oxygen concentration KW - Environmental impacts KW - Field data KW - Monitoring KW - pH value KW - Rivers KW - Road construction KW - Statistical analysis KW - Streams KW - Suspended sediments KW - Temperature KW - Turbidity KW - Water quality UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-23FinalReport.pdf UR - https://trid.trb.org/view/891605 ER - TY - RPRT AN - 01029097 AU - Lane, Richard M AU - Fish, Marc F AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Mitigation of Alkali-Silica Reactivity in New Concrete in New Hampshire-Phase 2 Minimum Amounts of Admixture(s) Needed to Significantly Minimize ASR PY - 2005/09/08/Final Report SP - 17p AB - A Phase 2 research study was undertaken to identify the types and amounts of admixture(s) needed to reduce Alkali-Silica Reactivity (ASR) expansion in new concrete made with reactive New Hampshire aggregates. The Phase 1 study found that 25% of the New Hampshire concrete aggregates tested under ASTM C1260-94 are potentially reactive (0.1% or greater elongation at 14 days) and identified ASR in over 40% of the concrete cores taken from existing bridge structures throughout the state. The objectives of the Phase 2 research were the following: (1) Evaluate different admixtures for their effectiveness in mitigating the development of ASR in new concrete in New Hampshire through ASTM C1260-94 accelerated mortar bar testing; (2) Verify the minimum amounts of admixture(s) needed to reduce ASR expansion (to less than 0.1% at 14 days) in new concrete made with reactive NH aggregates; (3) Evaluate both mineral and chemical admixture(s) to include Fly Ash, Ground Granulated Blast Furnace Slag (GGBF) and Silica Fume; (4) Evaluate the ability of blended cement, ternary cement and high-reactivity metakaolin (HRM) to control expansion due to ASR; and (5) Conduct petrographic thin section analysis on mortar bars of selected Portland Cement Concrete (PCC) mixes to confirm the mitigation of ASR at the microscopic level. The Phase 2 research utilized the ASTM C1260-94 accelerated mortar bar test to identify the amounts of admixture(s) needed to reduce expansion in new concrete in New Hampshire to less than 0.1% elongation at 14 days. Several of the more highly reactive concrete aggregates in New Hampshire were utilized in the PCC mixes for the mortar bars. The research demonstrated that both chemical and mineral admixture(s), some combinations of admixtures, blended cement, ternary cement and HRM all have the ability to control (less than 0.1% elongation at 14 days) ASR in new concrete made with New Hampshire reactive aggregates. The development of ASR was not effectively mitigated with the admixture of silica fume when utilizing the ASTM C1260-94 test method. Petrographic thin section analysis on mortar bars from selected PCC mixes confirmed the ability of these products to mitigate the development of ASR. KW - Accelerated mortar bar test KW - Admixtures KW - Alkali silica reactions KW - ASTM C 1260 KW - Cement KW - Concrete KW - Concrete aggregates KW - Evaluation KW - Expansion KW - Fly ash KW - Granulated slag KW - High-reactivity metakaolin KW - Mitigation (Chemical reactivity) KW - Mortar KW - New Hampshire KW - Petrographic analysis KW - Portland cement concrete KW - Silica fume KW - Ternary cements UR - https://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/12323y_report.pdf UR - https://trid.trb.org/view/784401 ER - TY - ABST AN - 01460661 TI - Transportation Research Thesaurus Improvements AB - The objectives of this study are: (1) to develop a database at TRB that a) will allow TRB to maintain the authoritative version of the TRT in-house and b) will integrate the TRT with the new TRIS system for record creation, and (2) to publish the TRT on the Internet. KW - Databases KW - Indexes (Information management) KW - Indexing KW - National Cooperative Highway Research Program KW - Research KW - Research projects KW - Software maintenance KW - Transportation planning KW - User interfaces (Computer science) KW - Websites (Information retrieval) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=656 UR - https://trid.trb.org/view/1228879 ER - TY - ABST AN - 01458342 TI - Safety Analyses of Interchanges AB - This project will develop an analysis framework and preliminary computation tool to quantify the safety effects of interchanges. KW - Analysis KW - Interchanges KW - Interchanges and intersections KW - Research projects KW - Safety UR - https://trid.trb.org/view/1226553 ER - TY - ABST AN - 01460142 TI - Senior Environmental Employee (SEE) Program AB - This agreement sets forth the terms of agreement between the U.S. Department of Transportation, Federal Highway Administration (FHWA) and the Environmental Protection Agency (EPA) through which the FHWA will transfer funds to the EPA to acquire the service of the senior workers under the auspices of the Senior Environmental Employment (SEE) Program. The Senior Environmental Employment (SEE) Program, authorized under the Environmental Programs Assistance Act of 1984 (P.L.98-313), is designed to provide enrollees to support EPA and other Federal agencies with environmental technical assistance. Under the terms of the Interagency Agreement (IAG), enrollees will be assigned to FHWA. The enrollees will be hired by a SEE Program grantee organization as determined by EPA with input from the Agency. KW - Employees KW - Environment KW - Environmental impacts KW - Interagency relations KW - Research projects KW - Seniority KW - Technical assistance UR - https://trid.trb.org/view/1228358 ER - TY - ABST AN - 01458405 TI - MCNP Simulations of Neutron Chloride Detector AB - No summary provided. KW - Chlorides KW - Detectors KW - Neutrons KW - Research projects KW - Simulation UR - https://trid.trb.org/view/1226616 ER - TY - ABST AN - 01547925 TI - Default Values for Capacity and Quality of Service Analyses AB - The Year 2000 Highway Capacity Manual (HCM 2000) is the most extensively referenced document on highway capacity and quality-of-service computations in the United States. While the HCM 2000 focuses on providing state-of-the-art methodologies for operational analyses, it is also used in planning and preliminary engineering applications. To assist engineers and planners in applying HCM methodologies, the HCM 2000 includes default values for many of the more difficult-to-obtain input parameters and variables. "A default value is a representative value that may be appropriate in the absence of local data" [HCM 2000]. As a result of insufficient field data, the HCM 2000 recommends only a single default value for many key data items, inadequately reflecting the variety of traffic and facility conditions across the United States. Because of limited resources or inexperience, analysts often use these default values inappropriately. The objectives of this project are to (1) determine appropriate default values for inputs to Highway Capacity Manual (HCM) analyses and (2) to develop a guide to select default values for various applications. KW - Default values KW - Highway capacity KW - Highway Capacity Manual 2000 KW - Highway operations KW - Quality of service KW - State of the art KW - United States UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=838 UR - https://trid.trb.org/view/1335573 ER - TY - ABST AN - 01463071 TI - Measuring Tire-Pavement Noise at the Source AB - Tire-Pavement noise has become an increasingly important consideration for highway agencies as the public consistently demands that highway traffic noise be mitigated. Although sound walls provide a means for addressing highway noise, improved pavement structures and surfaces may provide a less expensive alternative for noise mitigation. However, there are no widely accepted procedures for measuring solely tire-pavement noise under in-service conditions. Research is needed to evaluate potential noise-measuring procedures and identify or develop appropriate procedures applicable to light and heavy vehicles and all paved surfaces. Such procedures will provide highway agencies with an appropriate means for (1) measuring and rating tire-pavement noise levels on existing pavements, (2) evaluating new pavements incorporating noise-mitigating features, and (3) identifying design and construction features associated with different noise levels. This information will help agencies effectively manage their resources and reduce noise impacts on nearby communities. The objectives of this research are to (1) develop rational procedures for measuring tire-pavement noise and (2) demonstrate applicability of the procedures through testing of in-service pavements. KW - Highways KW - Measurement KW - National Cooperative Highway Research Program KW - Noise KW - Pavement design KW - Pavements KW - Research projects KW - Tires UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=230 UR - https://trid.trb.org/view/1231296 ER - TY - ABST AN - 01463003 TI - Synthesis of Information Related to Highway Problems. Topic 37-03. Managing Selected Transportation Infrastructure Assets AB - The primary objective of this synthesis is to gain a better understanding of the current state of the practice for managing assets other than pavements and bridges, and to identify best practices. The assets to be studied are: (1) Traffic signals, including all components; (2) Lighting, including all components; (3) Signs, ground-mounted and overhead ; (4) Pavement markings / line striping; (5) Drainage culverts and pipes (other than bridges); AND (6) Sidewalks. KW - Asset management KW - Assets KW - Bridges KW - Deterioration KW - Drainage structures KW - National Cooperative Highway Research Program KW - Pavements KW - Research projects KW - Service life KW - Traffic control devices UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=96 UR - https://trid.trb.org/view/1231228 ER - TY - ABST AN - 01460691 TI - Research for the AASHTO Standing Committee on the Environment. Task 24. Climate Change and U.S. Transportation AB - This TRB policy study will provide U.S. transportation officials with an overview of the scientific consensus on climate change; summarize current and projected contributions of all modes of U.S. transportation to climate change; summarize possible consequences for U.S. transportation infrastructure; analyze transportation policy options for adapting to impacts; examine strategies to mitigate future climate impacts through reduced transportation emissions; and recommend critical areas of research. The $125,000 has been provided as an AASHTO contribution to an overall effort valued at $900,000 that will be funded by a number of government and private sector stakeholder groups and conducted by an expert panel. KW - Climate KW - Emission control systems KW - Infrastructure KW - Mode choice KW - National Cooperative Highway Research Program KW - Public transit KW - Research projects KW - Strategic planning KW - Transportation planning KW - Weather conditions UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1296 UR - https://trid.trb.org/view/1228909 ER - TY - ABST AN - 01460681 TI - Continuing Recurring/Non-Recurring Congestion Research AB - Previous Washington State Department of Transportation (WSDOT) research efforts have explored the relative causes of urban congestion. That is, how much congestion is simply the result of too much traffic, and how much is due to incidents of various kinds? Knowledge of the causes of congestion is needed to identify and prioritize funding for the most effective improvements. For example is expansion of incident response capabilities more effective at improving travel time reliability than modifying the ramp metering system? The objective of this research project is to further refine the development of the data sets and analytical tools that allow WSDOT to understand the relative importance of different causes of congestion so that informed funding decisions may be made. KW - Improvements KW - Incident detection KW - Ramp metering KW - Reliability KW - Research projects KW - Traffic congestion KW - Travel time KW - Urban areas UR - https://trid.trb.org/view/1228899 ER - TY - ABST AN - 01460674 TI - Effects of Pile Driving on Species AB - Impact driving of large steel piles generates underwater sound and energy effects that may adversely affect salmonids, other fish species, marine mammals and diving sea birds. Very little information exists to help the Washington State Department of Transportation (WSDOT) and regulatory agencies accurately predict impact levels and to determine methods to avoid or reduce impacts. This research will build on previous research and develop a more realistic assessment of sound and energy impacts so that an effective mitigation measure can be developed. KW - Birds KW - Energy KW - Fishes KW - Habitat (Ecology) KW - Mammals KW - Marine engineering KW - Pile driving KW - Research projects UR - https://trid.trb.org/view/1228892 ER - TY - ABST AN - 01460672 TI - Prioritization of Transportation Security Projects AB - Currently, there are no good methods to estimate the costs of societal or operating improvements to the transportation system for security purposes. Consequently there is not a decision or prioritization process that allows these projects to compete effectively for funding against other important projects. Other States face a similar dilemma and may have developed creative ways to fund security improvements. This research will help improve Washington State Department of Transportation (WSDOT's) ability to prioritize funding for projects that address transportation system security. KW - Improvements KW - Operations KW - Research projects KW - Safety and security KW - Security KW - Societies KW - System safety KW - Transportation planning UR - https://trid.trb.org/view/1228890 ER - TY - ABST AN - 01458584 TI - HOV Lane Use/Conversion to HOT Lanes AB - Washington State Department of Transportation (WSDOT) is proposing to convert an underutilized High Occupancy Vehicle (HOV) lane to a High Occupancy Toll (HOT) lane on SR 167. Other states have successfully implemented HOT Lanes. This research will explore best practices and examine design standards and barrier and mid point access issues that have been used by other states. WSDOT will gain valuable knowledge from the experience of other States in the design and operational aspects of deploying HOT lanes in the Puget Sound region. KW - Best practices KW - Design standards KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - High occupancy vehicle lanes KW - Implementation KW - Knowledge KW - Lane occupancy KW - Puget Sound Region KW - Research projects UR - https://trid.trb.org/view/1226795 ER - TY - ABST AN - 01458575 TI - Reduced Residual Column Displacements Induced by Earthquake Loadings AB - No Summary provided. KW - Columns KW - Earthquake resistant design KW - Earthquake resistant structures KW - Earthquakes KW - Research projects KW - Residual strength KW - Residual stress UR - https://trid.trb.org/view/1226786 ER - TY - RPRT AN - 01019019 AU - Cambridge Systematics, Incorporated AU - Texas Transportation Institute AU - Federal Highway Administration TI - Traffic Congestion and Reliability: Trends and Advanced Strategies for Congestion Mitigation PY - 2005/09/01/Final Report SP - 140p AB - This report provides a snapshot of congestion in the United States by summarizing recent trends in congestion, highlighting the role of travel time reliability in the effects of congestion, and describing efforts to reduce the growth of congestion. This is the second in an annual series developed by the Federal Highway Administration (FHWA) Office of Operations. Much of the report is devoted to communicating recent trends in congestion. One of the key principles that the FHWA has promoted is that the measures used to track congestion should be based on the travel time experienced by users of the highway system. While the transportation profession has used many other types of measures to track congestion (such as “level of service”), travel time is a more direct measure of how congestion affects users. Travel time is understood by a wide variety of audiences - both technical and non-technical - as a way to describe the performance of the highway system. All of the congestion measures used in the report are based on this concept. KW - Strategic planning KW - Traffic congestion KW - Traffic mitigation KW - Travel time KW - Trend (Statistics) KW - United States UR - http://www.ops.fhwa.dot.gov/congestion_report/congestion_report_05.pdf UR - http://ntl.bts.gov/lib/38000/38800/38809/congestion_report_05.pdf UR - https://trid.trb.org/view/772956 ER - TY - RPRT AN - 01015052 AU - Bonini, M R AU - Garrett, R A AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Conduct of Research at PennDOT: Manual of Activities PY - 2005/09/01 SP - 74p AB - The primary purpose of this manual is to provide a comprehensive description of how the Pennsylvania Department of Transportation (PennDOT) manages its research program. This information will provide details on the process of soliciting research projects, the development of the Annual PennDOT Research Program, the selection and prioritization of the actual projects that are initiated, the steps that are undertaken to start a research project and the implementation activities that each project goes through. The manual will be updated annually and augments the Research Section of the State Planning and Research (SP&R) Annual Work Plan. KW - Implementation KW - Manuals KW - Pennsylvania Department of Transportation KW - Program management KW - Research management KW - Research projects KW - Strategic planning UR - https://trid.trb.org/view/771467 ER - TY - RPRT AN - 01547832 AU - Evans, Mark A AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - Use of Ground Penetrating Radar in a Pavement Management System PY - 2005/09//Final Report SP - 34p AB - The Arkansas State Highway and Transportation Department (AHTD) contracted with Infrasense, Inc. of Arlington, Massachusetts to provide pavement layer thickness data utilizing Ground Penetrating Radar (GPR) technology. The focus of the research was to determine if GPR could provide relatively fast and reliable thickness data on a network level survey for use in a Pavement Management System (PMS) without the benefit of calibration cores. Secondary data were also provided to determine if GPR could be used to locate voids in certain pavement structures, excessive moisture levels in the base and subgrade, and to determine if GPR could provide accurate characteristic information on bridge decks. Analysis of the secondary data was outside of the scope of this report and findings will not be discussed. Data collection took place on May 8 - 9, 2001 utilizing personnel and equipment from Infrasense, Inc. and Wave Tech, Inc. of Baton Rouge, Louisiana. The project was composed of eight test sites in central Arkansas with varying cross-sections and surface type. The sites varied in length with a total project length of about fifty miles. The main goal of determining pavement thickness for a PMS is to allow analysis of homogenous pavement sections. The results of the data analysis indicate that on asphalt pavements GPR can provide reliable thickness data for use at the network level. Concrete pavements did not provide the same results. Known differences in pavement thickness were evident but GPR measured thickness did not compare well to measures of core samples taken from the pavements. However, based on previous research studies by other agencies this was not unexpected. KW - Arkansas KW - Asphalt pavements KW - Concrete pavements KW - Ground penetrating radar KW - Pavement layers KW - Pavement management systems KW - Thickness UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%200102.pdf UR - https://trid.trb.org/view/1335245 ER - TY - RPRT AN - 01547503 AU - Tran, Nam H AU - Hall, Kevin D AU - University of Arkansas, Fayetteville AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - ACHM Mix Stiffness and Static Creep Behavior PY - 2005/09//Final Report SP - 381p AB - Flexible pavement design procedures proposed for use within the Mechanistic-Empirical Pavement Design Guide (MEPDG) require the input of the dynamic modulus (E*) of hot-mix asphalt concrete. In addition, the E* test has been proposed as a “simple performance test” for use in mixture design and construction quality control. Objectives of this study included conducting the dynamic modulus test, evaluating the accuracy/variability of test results, constructing master curves for the mixtures tested, and evaluating the Witczak predictive equation contained in the MEPDG for determining E*. Three replicate test specimens were prepared for this study for each of two aggregate types, two binder grades, three nominal maximum aggregate sizes, and two air voids levels. The analysis showed that the variability of the average dynamic modulus for each set of four replicates was acceptable. Since the dynamic modulus tests were run at intermediate temperatures in this study, a modified procedure, using Arrhenius and power functions, was employed to construct the master curves. Based on the master curves, the effects of aggregate size, binder content, and air voids on the tested asphalt mixtures were evaluated and determined to be consistent and reasonable. The correlation of measured and predicted values (from the Witczak equation) was then assessed using the goodness-of-fit statistics. The measured and predicted values were also compared by matching the two values and master curve comparison. The goodness-of-fit statistics showed that the performance of the Witczak equation in predicting the dynamic moduli of the mixtures used in this study was very good to excellent, and the Witczak predictive equation had good correlation to the measured dynamic modulus values. The master curve comparison of measured and predicted values also confirmed that the Witczak predictive equation fitted the test data in this study very well. The testing procedure and results of this study are recommended for preparing input data for the MEPDG. KW - Creep KW - Dynamic modulus of elasticity KW - Flexible pavements KW - Goodness of fit KW - Hot mix asphalt KW - Mathematical prediction KW - Measurement KW - Mechanistic-Empirical Pavement Design Guide KW - Stiffness KW - Witczak equation UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%200304.pdf UR - https://trid.trb.org/view/1334569 ER - TY - RPRT AN - 01526367 AU - Structure Design and Rehabilitation, Incorporated AU - Federal Highway Administration TI - Prefabricated Steel Bridge Systems PY - 2005/09//Final Report SP - 261p AB - The main objective of the present study was to identify and assess the use of new and innovative prefabricated steel bridge systems/elements and methods in bridge construction, rehabilitation and replacement. To this end, the study was divided into three phases. In the first phase, a literature review was first performed on the history of steel bridges. The current practice and applications of prefabricated systems were then discussed, including innovations that are currently being implemented, as well as several designs schemes that are still in the experimental phase of development. In the second phase of the study, two steel bridge concepts were developed and detailed, using innovative prefabrication and construction techniques. Both concepts are based on modular units made of steel girders and concrete deck. In the third (optimization) phase, the two concepts were optimized using Genetic Algorithms (GA) and Surrogate Based Optimization (SBO) techniques taking into account objective constraints such as weight limitation due to transportation, and Load and Resistance Factor Design (LRFD) code requirements. Finally, the main findings of the study are presented, followed by recommendations for future research work. KW - Bridge construction KW - Bridge design KW - Genetic algorithms KW - Literature reviews KW - Load and resistance factor design KW - Optimization KW - Prefabricated bridges KW - Recommendations KW - Rehabilitation (Maintenance) KW - Steel bridges UR - http://www.fhwa.dot.gov/bridge/prefab/psbsreport.pdf UR - https://trid.trb.org/view/1308577 ER - TY - RPRT AN - 01507022 AU - United States Federal Highway Administration TI - US 6 from I-15 in Spanish Fork to I-70 in Green River in Utah, Wasatch, Carbon, and Emery counties : environmental impact statement PY - 2005/09//Volumes held: Draft(2v)(v.2 folio), Dsup, F(3v)(v.3 folio) KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/1291346 ER - TY - RPRT AN - 01357300 AU - National Transportation Research Center, Incorporated AU - Federal Highway Administration TI - Heavy Vehicle Infrastructure Asset Interaction Collision PY - 2005/09 SP - 50p AB - The main objectives of this research task were to conduct an in-depth evaluation of the single-unit truck (SUT) finite element model with respect to its ability to accurately simulate its interaction with roadside safety hardware and to identify areas of possible improvements. The model’s primary purpose is to be used as a “bullet” object for computational evaluation of roadside safety hardware. This report outlines the methodology used in evaluating, validating against experimental data and updating the FE model. A new Hypertext Markup Language (HTML)-based documentation has been developed to facilitate the model adoption and understanding of prospective users. The overall methodology used by the participants - from evaluation to validation to documentation - is outlined in this report and can be applied to other basic vehicle FE models currently available in public domain. The goal of the project was also to establish a methodology for validation and verification of the finite element models used in roadside hardware analysis so that it could be applied to other vehicle finite element models currently under development. KW - Crashes KW - Finite element method KW - Heavy vehicles KW - Methodology KW - Roadside safety hardware KW - Simulation KW - Single unit trucks UR - http://www.ntrci.org/ntrci-24-2005-007 UR - https://trid.trb.org/view/1122733 ER - TY - RPRT AN - 01357205 AU - Kilgore, Roger T AU - Cotton, George K AU - Kilgore Consulting & Management AU - National Highway Institute AU - Federal Highway Administration TI - Design of Roadside Channels with Flexible Linings Hydraulic Engineering Circular Number 15, Third Edition PY - 2005/09//Final Report (3rd Edition) SP - 154p AB - Flexible linings provide a means of stabilizing roadside channels. Flexible linings are able to conform to changes in channel shape while maintaining overall lining integrity. Long-term flexible linings such as riprap, gravel, or vegetation (reinforced with synthetic mats or unreinforced) are suitable for a range of hydraulic conditions. Unreinforced vegetation and many transitional and temporary linings are suited to hydraulic conditions with moderate shear stresses. Design procedures are given for four major categories of flexible lining: vegetative linings; manufactured linings (RECPs); riprap, cobble, gravel linings; and gabion mattress linings. Design procedures for composite linings, bends, and steep slopes are also provided. The design procedures are based on the concept of maximum permissible tractive force. Methods for determination of hydraulic resistance applied shear stress as well as permissible shear stress for individual linings and lining types are presented. This edition includes updated methodologies for vegetated and manufactured lining design that addresses the wide range of commercial products now on the market. This edition also includes a unified design approach for riprap integrating alternative methods for estimating hydraulic resistance and the steep slope procedures. Other minor updates and corrections have been made. This edition has been prepared using dual units. KW - Channel linings KW - Channel stabilization KW - Design methods KW - Flexibility KW - Gabions KW - Hydraulics KW - Riprap KW - Shear stress KW - Tractive forces KW - Vegetation UR - http://www.fhwa.dot.gov/engineering/hydraulics/pubs/05114/05114.pdf UR - https://trid.trb.org/view/1120860 ER - TY - RPRT AN - 01343374 AU - Olson, Larry D AU - Olson Engineering, Incorporated AU - Federal Highway Administration TI - Dynamic Bridge Substructure Evaluation and Monitoring PY - 2005/09//Final Report SP - 219p AB - This research project was funded to investigate the possibility that, by measuring and modeling the dynamic response characteristics of a bridge substructure, it might be possible to determine the condition and safety of the substructure and identify its foundation type (shallow or deep). Determination of bridge foundation conditions with this approach may be applied to quantify losses in foundation stiffness caused by earthquakes, scour, and impact events. Identification of bridge foundation type may be employed to estimate bridge stability and vulnerability under dead and live load ratings, particularly for unknown bridge foundations. KW - Bridge foundations KW - Bridge substructures KW - Condition (Bridges) KW - Condition surveys KW - Live loads KW - Monitoring KW - Nondestructive tests KW - Scour KW - Stability analysis KW - Static loads UR - http://www.fhwa.dot.gov/publications/research/infrastructure/geotechnical/03089/03089.pdf UR - https://trid.trb.org/view/1105159 ER - TY - RPRT AN - 01156916 AU - Reza, Farhad AU - Boriboonsomsin, Kanok AU - Bazlamit, Subhi M AU - Ohio Northern University, Ada AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Development of a Composite Pavement Performance Index PY - 2005/09//Final Report SP - 96p AB - Every agency responsible for the maintenance of roadway systems faces the problem of insufficient funding to perform all of the necessary repairs on all pavement sections. Therefore, highway agencies must adopt a pavement management system (PMS) to help set priorities. The PMS includes a method for evaluating pavement performance on a routine basis and identifying sections with a need for rehabilitation or maintenance. A comprehensive evaluation of a pavement section should include surface friction, structural adequacy, pavement distress and roughness. Due to the prohibitive costs, surface friction and structural adequacy are not commonly used in the United States as part of the routine inspection procedure for pavements. Many states in the U.S. use a pavement rating system that is based solely on visible surface distresses, while others use an index based on ride quality alone, to perform the regular evaluation of pavements and to select projects for rehabilitation or maintenance. Some states use a combination of distress and ride quality. The Ohio Department of Transportation (ODOT) utilizes the Pavement Condition Rating (PCR), which is based on surface distress, for project selection. Studies show that pavement roughness is the most important issue for customer satisfaction followed by distress. Roughness may also lead to increased deterioration rates, which in turn increase the severity of the roughness. This report outlines the development of a new performance index for pavements that incorporates aspects of ride quality together with surface distress, for possible adoption by ODOT. The proposed index is called the Pavement Quality Index (PQI). The PQI does not require any new measurements or methods; rather, it simply utilizes procedures that are already in place and well established in Ohio. The PQI is an amalgam of the PCR and the International Roughness Index (IRI). The new composite performance index is expected to result in an increase in user satisfaction with highway systems, together with improved decision-making in the pavement management process. KW - Condition surveys KW - International Roughness Index KW - Maintenance management KW - Pavement maintenance KW - Pavement management systems KW - Pavement performance KW - Ride quality KW - Roughness UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A62873456 UR - https://trid.trb.org/view/917555 ER - TY - RPRT AN - 01155091 AU - Zalewski, Bartlomiej AU - Huckelbridge, Arthur AU - Case Western Reserve University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Dynamic Load Environment of Bridge-Mounted Sign Support Structures PY - 2005/09//Final Report SP - 67p AB - An investigation was conducted into the failure of a welded aluminum truss sign support structure on an existing interstate highway bridge. The investigation was conducted in three main steps; 1) fatigue testing in the laboratory of surviving segments of the failed sign, 2) collection of dynamic response data of the identical replacement structure in situ, and 3) finite element modeling and simulation of the bridge and truss structural system. The welded aluminum space truss indicated a typical fatigue failure, with a fatigue crack initiating at a welded chord/diagonal connection detail (AASHTO fatigue category ET; CAFL = .44 ksi). Fatigue testing in the laboratory of surviving segments of the structure produced an identical fatigue failure at a similar location after 3,000,000 load cycles at a 1 ksi stress range. Field monitoring of acceleration data at three different locations of the in-situ truss was conducted in order to characterize the dynamic behavior of the truss and the bridge structural system. A finite element model of a segment of the multi-span bridge which included the mounting location of the sign support truss, was assembled. In the modeling of the truss a moving traffic load, consisting of a single truck, was considered. A modal time history analysis for moving vehicle loads was performed. The analysis results indicated that the failure was a classical fatigue rupture, induced primarily by the dynamic effect of moving truck traffic on the bridge. Even though inferred cyclic stress levels were well below the CAFL for the detail in question, the extremely high number of low amplitude traffic-induced stress cycles (in the hundreds of millions), combined with the absence of an endurance limit for welded aluminum, resulted in the observed failure. (A typical truck passage resulted in roughly 75 stress cycles in the truss, due to the low damping and extended time of vibration decay.) The predicted lifetime of the replacement sign support structure is approximately that exhibited by the original structure, namely thirty to forty years. KW - Aluminum KW - Dynamic loads KW - Failure KW - Sign supports KW - Trusses KW - Weldments UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A62498742 UR - https://trid.trb.org/view/915937 ER - TY - RPRT AN - 01104275 AU - Hwang, Joonho AU - Humphrey, Aaron AU - Bobet, Antonio AU - Santaga, Maria Caterina AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Stabilization and Improvement of Organic Soils PY - 2005/09//Final Report SP - 268p AB - Peats and organic soils in general pose significant problems to geotechnical engineers due to their low strength, high compressibility and elevated creep. The research performed addressed one soil improving technique, deep soil mixing, that has been widely used for treating soft clays, but that especially in the US has found limited use in presence of organic soils. The work performed made use primarily of one soil sampled on Lindberg Road (LR) in West Lafayette, Indiana characterized by LOI= 45-52%, LL= 327%, PL= 162%, LLoven dried/LLnon-dried = 0.31, Gs = 2.05-2.12, fiber content ~2.29%, clay fraction = 40.6%. In addition, a limited number of tests were performed making use of soils with LOI of 10-20%, manufactured in the lab from LR soil and an illitic clay. A procedure was developed for preparing samples of reconstituted LR soil both untreated and mixed with a binder and which included a “curing” stage under a surcharge to simulate treatment at depth. Specimens obtained from these samples were used for the engineering tests which included constant rate of strain (CRS) consolidation tests, end-of-primary incremental loading (EOP-IL) consolidation tests with one long term creep stage, and unconfined compression tests. A battery of characterization tests and an in depth review of the literature complemented this work. Unconfined compression tests provided a preliminary evaluation of the effects of treatment on the strength of the soil; highlighted the effects of curing under a surcharge; and allowed to identify in Portland cement (PC) the most promising binder, which was subsequently used for all other engineering tests, at dosages ranging from 8% (~25 kg/m3) to 100% (~320 kg/m3)by dry mass of the soil. The results of the consolidation tests highlighted how the accurate characterization of the primary consolidation behavior of soils characterized by high tendency to creep must rely on either CRS or EOP-IL loading tests and demonstrated the effects of treatment with cement on the stiffness, the hydraulic conductivity, the rate of consolidation and the rate of creep of the soil. Specifically, the tests showed how the addition of cement is associated with the development of a preconsolidation pressure and the shift of the compression curve towards higher effective stresses. Once this yield stress is exceeded the compressibility in the virgin compression range is found not to vary significantly with cement content. Also associated with the addition of cement is an increase in the hydraulic conductivity, an increase in the coefficient of consolidation, and a reduction in the creep coefficient at any given stress level. Moreover, the Cα/Cc ratio decreases markedly with cement addition indicating a decreased susceptibility of the soil to creep. All these effects are more marked with increasing cement content and the treatment appear especially effective once the PC% exceeds 50% (~160 kg/m3). KW - Compressive strength KW - Constant rate of strain KW - Organic soils KW - Shear strain KW - Soil consolidation test KW - Soil stabilization KW - Strain (Mechanics) KW - Structural analysis KW - Unconfined compressive strength UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2564&context=jtrp UR - https://trid.trb.org/view/864003 ER - TY - RPRT AN - 01084251 AU - Scriba, Tracy AU - Sankar, Param AU - Jeannotte, Krista AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Implementing the Rule on Work Zone Safety and Mobility PY - 2005/09 SP - 103p AB - In September 2004, the Federal Highway Administration (FHWA) published updates to the work zone regulations at 23 CFR 630 Subpart J. The updated rule is referred to as the Work Zone Safety and Mobility Rule (Rule) and applies to all State and local governments that received Federal-aid highway funding. Transportation agencies are required to comply with the provisions of the Rule by October 12, 2007. The changes made to the regulations broaden the former rule to better address the work zone issues of today and the future. Growing congestion on many roads, and an increasing need to perform rehabilitation and reconstruction work on existing roads already carrying traffic, are some of the issues that have led to additional, more complex challenges to maintaining work zone safety and mobility. To help address these issues, the Rule provides a decision-making framework that facilitates comprehensive consideration of the broader safety and mobility impacts of work zones across project development stages, and the adoption of additional strategies that help manage these impacts during project implementation. The Rule requires agencies to develop an agency-level work zone safety and mobility policy to support systematic consideration and management of work zone impacts across all stages of project development. Based on the policy, agencies will develop standard processes and procedures to support implementation of the policy. The third primary element of the Rule calls for the development of project-level procedures to address the work zone impacts of individual projects. To help transportation agencies understand and implement the provisions of the Rule, FHWA has been developing four guidance documents. This Guide is the main Rule Implementation Guide and provides a general overview of the Rule and overarching guidance for implementing the provisions of the Rule. This document includes guidelines and sample approaches, examples from transportation agencies using practices that relate to the Rule, and sources for more information. While this Guide covers aspects of the Rule, it also contains information that can be useful to agencies in all of their efforts to improve safety and mobility in and around work zones, and thereby support effective operations and management of our transportation system. KW - Compliance KW - Construction projects KW - Guidelines KW - Handbooks KW - Highway maintenance KW - Implementation KW - Mobility KW - Rehabilitation (Maintenance) KW - Road construction KW - Work zone safety KW - Work Zone Safety and Mobility Rule KW - Work zone traffic control UR - http://ops.fhwa.dot.gov/wz/rule_guide/rule_guide.pdf UR - https://trid.trb.org/view/843661 ER - TY - RPRT AN - 01044290 AU - Wang, Jyh-Hone AU - Collyer, Charles E AU - Yang, Chun-Ming AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - Enhancing Motorist Understanding of Variable Message Signs PY - 2005/09//Final Report SP - 65p AB - This report presents a study that assessed drivers' responses to and comprehension of variable message sign (VMS) messages displayed in different ways with the intent to help enhance message display on VMSs. Firstly, a review of literatures and current practices regarding the design and display of VMS messages is presented. Secondly, the study incorporates three approaches in the assessment. Questionnaire surveys were designed to investigate the preferences of highway drivers in regards to six message display settings, they were: number of message frames, flashing effect, color, color combinations, wording, and use of abbreviations. Lab experiments were developed to assess drivers' responses to a variety of VMS messages in a simulated driving environment. Two groups of factors, within-subject and between-subject factors, were considered in the design of experiment. Within-subject factors included message flashing and color combination. Between-subject factors were age and gender. To help validate results found from lab experiments, field studies were set up to study drivers' response to VMS in real driving environment. Thirty-six subjects, from three age populations (20-40, 40-60, above 60 yrs old) with balanced genders, were recruited to participate in both questionnaire surveys and lab experiments while eighteen of them participated in field studies on a voluntarily basis. The study findings suggest a specific set of VMS features that might help traffic engineers and highway management design VMS signs that could be noticed, understood and responded to in a more timely fashion. Safer and more proactive driving experiences could be achieved by adopting these suggested VMS features. KW - Abbreviations KW - Assessments KW - Color KW - Color combination KW - Drivers KW - Experiments KW - Field studies KW - Flashing effect KW - Gender KW - Literature reviews KW - Messages (Communications) KW - Reaction time KW - Surveys KW - Traffic engineers KW - Variable message signs UR - https://trid.trb.org/view/804157 ER - TY - RPRT AN - 01042168 AU - Groeger, Jonathan L AU - Bro, Anders AU - Axiom Decision Systems, Incorporated AU - Geotest Unlimited, Incorporated AU - Federal Highway Administration TI - Long-Term Pavement Performance Materials Characterization Program: Verification of Dynamic Test Systems with an Emphasis on Resilient Modulus PY - 2005/09//Final Report SP - 104p AB - This document describes a procedure for verifying a dynamic testing system (closed-loop servohydraulic). The procedure is divided into three general phases: (1) electronic system performance verification, (2) calibration check and overall system performance verification, and (3) proficiency testing. This procedure may be used to evaluate a wide range of equipment and has applications to many test procedures. Implementation of this procedure in the Federal Highway Administration contractor laboratories has greatly reduced the within- and between-lab variability associated with the Long-Term Pavement Performance resilient modulus test procedures. KW - Calibration KW - Dynamic tests KW - Equipment tests KW - Laboratories KW - Long-Term Pavement Performance Program KW - Materials characterization KW - Materials tests KW - Modulus of resilience KW - Servohydraulic testing system KW - System performance KW - Test procedures KW - Testing equipment UR - http://www.fhwa.dot.gov/pavement/ltpp/pubs/02034/02034.pdf UR - https://trid.trb.org/view/803257 ER - TY - RPRT AN - 01042079 AU - Abolmaali, Ali AU - Ardekani, Siamak AU - Jung, Jiwon AU - University of Texas, Arlington AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Design Criteria for CCTV Camera Poles PY - 2005/09//Technical Report SP - 182p AB - Design equations for steel and Fiber Reinforced Polymer (FRP) Closed Circuit Television (CCTV) camera poles are developed using full scale experimental testing and detailed finite element analyses. This study presents the development of three-parameter load-deflection models for steel and FRP poles commonly used to support CCTV cameras. An experimental investigation is carried out to obtain static load-deflection characteristics of tapered octagonal steel cross section and circular FRP cross section poles. Numerical results generated from a three-dimensional isoparametric finite element model (FEM) considering coupled nonlinear algorithms for material, geometric, contact, and pre-tensioning effects are compared with those obtained experimentally. Eight-node elasto-plastic solid element is employed to model the pole, end-plate, bolts, concrete base, and laboratory reaction floor. The laboratory reaction floor is modeled with a thick plate having infinite stiffness. The pretensioning effect is modeled by using a pretension element. A surface-to-surface contact algorithm is used to simulate the interaction between contact surfaces of bolt head, shank, and nut with end-plate and bolt holes. Newton-Raphson scheme is used in the nonlinear regime, and convergence is checked using Hilbert L-2 norm and energy-based convergence. A parametric study is conducted to verify the validity of the FEM and the analysis algorithms by observing the effects of the geometric and force-related variables, one at a time, on the load-deflection characteristics of the poles. KW - Cameras KW - Closed circuit television KW - Deflection KW - Design KW - Fiber reinforced plastics KW - Finite element method KW - Poles (Supports) KW - Pretensioning KW - Steel KW - Testing UR - https://trid.trb.org/view/798496 ER - TY - RPRT AN - 01032999 AU - Kopf, Jaime AU - Ishimaru, John M AU - Nee, Jennifer AU - Hallenbeck, Mark E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Central Puget Sound Freeway Network Usage and Performance, 2003 Update PY - 2005/09//Final Report SP - 121p AB - This summary report presents an overview of the level of traveler usage (e.g., how many vehicles use the freeways), and travel performance (e.g., how fast they are traveling, where and how often congestion occurs) on the principal urban freeways in the central Puget Sound area. The freeways studied in this project are managed by the Washington State Department of Transportation (WSDOT) using its FLOW system, a coordinated network of traffic monitoring, measuring, information dissemination, and control devices that operates on urban state and Interstate highways in the central Puget Sound region. Data presented in this report were collected by the WSDOT’s freeway surveillance system. The project that led to this report is intended to meet two separate purposes: 1) to enhance WSDOT’s ability to monitor and improve its traffic management effort on Seattle-area highways, and 2) to provide useful information to the public and decision makers about the status of the freeway system’s operational performance. This report is primarily intended to meet the second of these objectives. However, the software developed to assist in freeway data analysis for this project and many of the graphics presented in this report are directly applicable to the first objective. KW - Archived data user services KW - Data collection KW - Freeway performance KW - Freeways KW - Highway traffic control KW - Information dissemination KW - Puget Sound KW - Seattle (Washington) KW - Traffic congestion KW - Traffic control devices KW - Traffic measurement KW - Traffic surveillance UR - http://www.wsdot.wa.gov/research/reports/fullreports/623.1.pdf UR - https://trid.trb.org/view/788564 ER - TY - RPRT AN - 01031564 AU - Roberson, Rod AU - Hansen, Janet AU - Rutgers University, Piscataway AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - New Jersey Interagency Emergency Management Plan PY - 2005/09//Final Report SP - 24p AB - This report outlines the research and work performed to lay the foundation for the development of a New Jersey Interagency Emergency Management Plan. The research into existing practices within the four state level transportation agencies reveals that the agencies continue to practice silo style management to operate the state roadway network. Interagency communications is minimal and lacks protocols. The agencies operate individual roadways but fail to operate the road network. A new paradigm to operate the road network is warranted. Agencies must consider the impacts on other roadways prior to taking action. Real time communications and inter-agency coordination would enhance operation along the routes. KW - Communications KW - Emergency management KW - Interagency relations KW - New Jersey KW - Research reports KW - Road networks KW - Transportation departments UR - http://cait.rutgers.edu/files/133-RU9000.pdf UR - http://ntl.bts.gov/lib/35000/35000/35051/133-RU9000.pdf UR - https://trid.trb.org/view/787548 ER - TY - RPRT AN - 01031294 AU - Palmatier, Amanda H AU - Frank, Karl H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - UIT Application During Fabrication PY - 2005/09//Technical Report SP - 37p AB - Traffic signal mast arm baseplate connections are particularly susceptible to fatigue. The top of traffic signal mast arm welds experience fluctuating tensile stresses when wind and traffic gust loads cause the mast arm to oscillate. It has been postulated that Ultrasonic Impact Treatment (UIT) application to mast arm weld toes during the fabrication process will delay fatigue crack initiation. Successful UIT application during the fabrication process will extend fatigue lives of traffic signal mast arm welds in the field. Since mast arm welds are the weakest spot in the traffic signal structure, increased weld life translates into increased traffic signal life. Previous research claims that UIT is light, quiet, and easy to learn. Critical areas under scrutiny during UIT application at the fabrication plant are: time lost due to training workers, time lost during the UIT application, and efficiency of the treated poles. This report investigates the first two issues by documenting the application of UIT to fabricated mast arms at the TransAmerican Power Products facility. KW - Base plates KW - Cracking KW - Fabrication KW - Fatigue life KW - Gusts KW - Highway traffic KW - Mast arms (Traffic signals) KW - Parts of traffic signals KW - Tensile stresses KW - Traffic signals KW - Ultrasonic impact treatment KW - Welds KW - Wind UR - http://www.utexas.edu/research/ctr/pdf_reports/5_4178_01_3.pdf UR - https://trid.trb.org/view/787680 ER - TY - RPRT AN - 01029869 AU - Tsyganov, Alexei R AU - Machemehl, Randy B AU - Qatan, Ahmed AU - Warrenchuk, Nick AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Driver Responses to Urban Freeway Information Loads PY - 2005/09//Technical Report SP - 88p AB - Traffic control devices are intended to convey information to drivers enabling them to safely and efficiently negotiate highway systems. In addition to information from control devices, drivers gather information from surrounding traffic streams, highway geometry, the vehicle itself, and many off-road visual information sources. Driving on urban freeways demands a high level of driver attention to many, sometimes competing, information sources, and the driver must quickly filter these data—interpreting that which is important—and continually prepare for the next elements in the information stream. Drivers have finite abilities to receive, filter, and process information per time unit, and if the information flow reaches or exceeds typical human limits, driver stress levels may increase and important bits of information may be missed completely or misinterpreted. Relationships between information flow, driver stress, driver performance and accident experience have been hypothesized. This study classifies urban freeways in Dallas, Houston, and San Antonio, Texas, regarding the intensity of information flow or information load presented to drivers. Crash statistics for 1999, 2000, and 2001 are compared to information load rates and significant correlations are identified. Test drivers experience each of the twenty-seven information load levels identified for the freeways in the three Texas cities as they negotiate selected driving routes. A portable data acquisition system records the driver’s field of view, vehicle trajectory data, driver electro-cardiogram, and eye movements as the drivers experience the real world information flow situations. Correlations between driver stress level, characterized by heart rate or electrocardiogram wave form and information load, are identified. Thresholds for minimum and maximum desirable numbers of traffic control signs per unit distance are developed for freeways having two, three or four, and five or more lanes per direction. A methodology for classifying urban freeways regarding information loads presented to drivers is described. KW - Attention KW - Behavior KW - Cities KW - Crash data KW - Dallas (Texas) KW - Drivers KW - Driving KW - Freeways KW - Highway traffic control KW - Houston (Texas) KW - Human information processing KW - Human subject testing KW - Information flow KW - Information load KW - Performance KW - San Antonio (Texas) KW - Statistics KW - Stress (Physiology) KW - Stress (Psychology) KW - Traffic control devices KW - Traffic crashes KW - Traffic signs KW - Urban highways UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4621_2.pdf UR - https://trid.trb.org/view/786691 ER - TY - RPRT AN - 01029101 AU - Fishman, Kenneth L AU - McMahon and Mann Consulting Engineers, P.C. AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Phase II: Condition Assessment and Evaluation of Rock Reinforcement Along I-93 Barron Mountain Rock Cut, Woodstock, NH: Validation of NDT Results for Condition Assessment of Rock Reinforcements PY - 2005/09//Final Report - Phase II SP - 263p AB - Thirty-year-old rock reinforcements at the Barron Mountain rock cut along I-93 near Woodstock, New Hampshire are the subject of condition assessment and estimation of remaining service-life. The New Hampshire Department of Transportation (NHDOT) and McMahon & Mann Consulting Engineers, P.C. (MMCE) performed the condition assessment in two phases. Phase I of the condition assessment was completed in the fall of 2003 and included an evaluation of site conditions, a review of installation details, estimation of remaining service life and condition assessment using nondestructive testing (NDT). MMCE submitted an interim report to NHDOT in February 2004 describing results from Phase I and recommendations for Phase II. The second phase of the project (Phase II) consisted of invasive testing of selected reinforcements to verify results from Phase I. Phase II was conducted in the fall of 2004 as a pooled fund study [TPF-5(096)] with participation from the New Hampshire (lead agency), New York and Connecticut Departments of Transportation and the Federal Highway Administration. The invasive test program included lift-off tests and physical, chemical and metallurgical testing on steel and grout samples retrieved from exhumed reinforcements. Replacement reinforcements were installed prior to invasive testing at selected locations. Examinations of exhumed rock bolt samples tended to confirm results from NDT that recognized the occurrence of corrosion. Tendon elements protected by portland cement grout were in very good condition compared to the resin grouted rock bolts and this observation is also consistent with results from NDT. Only minor corrosion was observed along the tendon sample. It was estimated that the portland cement grout will continue to protect the steel reinforcements for at least another twenty years. KW - Barron Mountain KW - Chemical tests KW - Condition surveys KW - Corrosion KW - Evaluation and assessment KW - Grout KW - Metallography KW - Nondestructive tests KW - Portland cement KW - Reinforcement (Engineering) KW - Rock reinforcement KW - Rockbolts KW - Rocks KW - Service life KW - Site conditions KW - Steel KW - Tendons KW - Woodstock (New Hampshire) UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/13733l_report2.pdf UR - https://trid.trb.org/view/784416 ER - TY - RPRT AN - 01025851 AU - Medina-Chavez, Cesar Ivan AU - Won, Moon AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design Standards, Special Specifications, and Monitoring Plan for PCP in Texas PY - 2005/09//Technical Report SP - 60p AB - The design and construction of prestressed concrete pavement (PCP) are not common tasks in the pavement industry. However, the promising performance of PCP has raised its support from highway agencies in the last few years. The next step for the full acceptance of PCP is to demonstrate its cost-effectiveness for the long-term. This document describes the tasks that have been pursued for the completion of the design, the preparation of special specifications, and design standards for a project to be built on IH-35, near Hillsboro, Texas in the Waco District. KW - Cost effectiveness KW - Design standards KW - Hillsboro (Texas) KW - Monitoring plan KW - Pavement design KW - Pavement performance KW - Prestressed concrete pavements KW - Road construction KW - Specifications UR - http://www.utexas.edu/research/ctr/pdf_reports/5_4035_01_1.pdf UR - https://trid.trb.org/view/782656 ER - TY - RPRT AN - 01025846 AU - Tsyganov, Alexei R AU - Machemehl, Randy B AU - Warrenchuk, Nicholas M AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Safety Impact of Edge Lines on Rural Two-Lane Highways PY - 2005/09//Technical Report SP - 126p AB - Pavement markings are an important part of the traffic control system, especially on rural two-lane roadways where these treatments often are the major traffic control measure. Compared to other types of longitudinal markings, the effect of edge lines on safety and driver behavior has been much less investigated. However, such markings may have a positive impact on the reduction of crashes on two-lane rural roads, as well as on the general comfort level of driving. This study compiled an inventory of rural two-lane highways under the operation of the Texas Department of Transportation (TxDOT), investigated typical dimensions and characteristics of such roadways, and utilized this information to perform a detailed accident statistic analysis. Crash statistics comparisons were made for highways with and without edge lines. In addition to general accident frequency analysis, varying traffic lane and shoulder widths, and roadway curvature, factors such as accident type, intersection presence, light condition, surface condition, crash-supporting factors, severity, driver age, and driver gender were considered. The research found that edge-line treatments on rural two-lane roadways may reduce accident frequency up to 26% and the highest safety impacts occur on curved segments of roadways with lane widths of 9 to 10 ft. In addition, edge-line presence shows some positive safety impact in reducing speeding-related accidents during darkness that may be related to better driver path and speed perception. KW - Crash analysis KW - Crash types KW - Crashes KW - Curvature (Road) KW - Darkness KW - Driver age KW - Edge lines KW - Gender KW - Highway curves KW - Highway safety KW - Highway traffic control KW - Intersections KW - Lane width KW - Lighting KW - Road markings KW - Rural highways KW - Shoulder width KW - Speeding KW - Statistical analysis KW - Traffic lanes KW - Two lane highways UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5090_1.pdf UR - https://trid.trb.org/view/782658 ER - TY - RPRT AN - 01025740 AU - Fitzpatrick, Kay AU - Schneider, William H AU - Park, Eun Sug AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Comparisons of Crashes on Rural Two-Lane and Four-Lane Highways in Texas PY - 2005/09//Technical Report SP - 170p AB - The selection of the cross section for a roadway is a critical decision in the design process. This decision substantially impacts safety, capacity, and cost. Although capacity and cost considerations are generally readily evaluated, the impact of the cross section on safety is not always apparent. Lane width and shoulder width can have a significant impact on safety of rural two-lane and four-lane highways. Prediction models were used to generate estimates of the percent change in crashes between different shoulder or lane width decisions. These values can be used when evaluating alternatives. The prediction equations can also be used to identify the mean crash value over roadway segments of similar conditions. An upgrade for a rural two-lane highway to a rural four-lane divided highway with full shoulders can provide significant crash reductions. A conversion from a two-lane with wide shoulder cross section to a four-lane with narrow shoulder cross section should be considered only at very high average daily traffic counts and wide surface widths based on safety. Several variables were found through the literature and through this research that affect crash prediction at rural intersections. Those elements that can be influenced by designers with the greatest benefits in decreasing crashes include left-turn lanes, lighting, and wider right shoulders. KW - Alternatives analysis KW - Costs KW - Crashes KW - Cross sections KW - Four lane highways KW - Highway capacity KW - Highway design KW - Highway safety KW - Lane width KW - Left turn lanes KW - Mathematical models KW - Mathematical prediction KW - Rural highways KW - Shoulder width KW - Street lighting KW - Texas KW - Two lane highways UR - http://tti.tamu.edu/documents/0-4618-1.pdf UR - https://trid.trb.org/view/782850 ER - TY - RPRT AN - 01023854 AU - Cable, James K AU - Fanous, Fouad S AU - Ceylan, Halil AU - Wood, Douglas AU - Frentress, Daniel AU - Tabbert, Toni AU - Oh, Sun-Yoong AU - Gopalakrishnan, Kasthurirangan AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Design and Construction Procedures for Concrete Overlay and Widening of Existing Pavements PY - 2005/09//Final Report SP - 150p AB - State Highway Departments and local street and road agencies are currently faced with aging highway systems and a need to extend the life of some of the pavements. The agency engineer should have the opportunity to explore the use of multiple surface types in the selection of a preferred rehabilitation strategy. This study was designed to look at the portland cement concrete overlay alternative and especially the design of overlays for existing composite (portland cement and asphaltic cement concrete) pavements. Existing design procedures for portland cement concrete overlays deal primarily with an existing asphaltic concrete pavement with an underlying granular base or stabilized base. This study reviewed those design methods and moved to the development of a design for overlays of composite pavements. It deals directly with existing portland cement concrete pavements that have been overlaid with successive asphaltic concrete overlays and are in need of another overlay due to poor performance of the existing surface. The results of this study provide the engineer with a way to use existing deflection technology coupled with materials testing and a combination of existing overlay design methods to determine the design thickness of the portland cement concrete overlay. The design methodology provides guidance for the engineer, from the evaluation of the existing pavement condition through the construction of the overlay. It also provides a structural analysis of various joint and widening patterns on the performance of such designs. This work provides the engineer with a portland cement concrete overlay solution to composite pavements or conventional asphaltic concrete pavements that are in need of surface rehabilitation. KW - Asphalt concrete pavements KW - Concrete overlays KW - Deflection KW - Design methods KW - Evaluation KW - Granular bases KW - Pavement design KW - Pavement performance KW - Pavement widening KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Road construction KW - Structural analysis UR - http://publications.iowa.gov/id/eprint/3546 UR - http://www.ctre.iastate.edu/reports/oreo_design.pdf UR - https://trid.trb.org/view/781455 ER - TY - RPRT AN - 01022695 AU - Beckham, Tony L AU - Sun, Leiching AU - Hopkins, Tommy C AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Corrosion Evaluation of Mechanically Stabilized Earth Walls PY - 2005/09//Final Report SP - 29p AB - Numerous reinforced walls and slopes have been built over the past four decades in Kentucky, the United States, as well as worldwide. Tensile elements used in constructing low-cost reinforcing walls and slopes consist of metal polymer strips or grids. Although reinforced structures have been used extensively, the effects of corrosion on the metal tensile elements are unknown. Mechanically stabilized earth walls are expected to remain stable for many decades. An examination of the effects of corrosion of metal tensile elements used to construct these walls can provide invaluable data regarding the longevity of reinforced walls and slopes. Four mechanically stabilized earth walls constructed with galvanized steel reinforcing elements were instrumented and corrosion rates obtained. Corrosion data obtained indicate the designed sacrificial thickness will not be used during the design life of the structures. No visible corrosion was observed in reinforcing elements removed from a mechanically stabilized earth wall that had been in service for more than 20 years. A database was constructed to manage inventory of mechanically stabilized earth walls constructed and maintained by the Kentucky Transportation Cabinet. KW - Corrosion KW - Databases KW - Earth walls KW - Evaluation KW - Galvanized steel KW - Inventory KW - Kentucky KW - Mechanically stabilized earth KW - Metals KW - Polymers KW - Reinforcing materials KW - Slopes KW - Thickness UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_28_SPR_239_02_1F.pdf UR - https://trid.trb.org/view/778634 ER - TY - RPRT AN - 01022692 AU - Fitzpatrick, Kay AU - Schneider, William H AU - Park, Eun Sug AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Comparison of Crashes on Rural Two-Lane and Four-Lane Highways in Texas PY - 2005/09//Technical Report SP - 170p AB - The selection of the cross section for a roadway is a critical decision in the design process. This decision substantially impacts safety, capacity, and cost. Although capacity and cost considerations are generally readily evaluated, the impact of the cross section on safety is not always apparent. Lane width and shoulder width can have a significant impact on safety of rural two-lane and four-lane highways. Prediction models were used to generate estimates of the percent change in crashes between different shoulder or lane width decisions. These values can be used when evaluating alternatives. The prediction equations can also be used to identify the mean crash value over roadway segments of similar conditions. An upgrade for a rural two-lane highway to a rural four-lane divided highway with full shoulders can provide significant crash reductions. A conversion from a two-lane with wide shoulder cross section to a four-lane with narrow shoulder cross section should be considered only at very high average daily traffic counts and wide surface widths based on safety. Several variables were found through the literature and through this research that affect crash prediction at rural intersections. Those elements that can be influenced by designers with the greatest benefits in decreasing crashes include left-turn lanes, lighting, and wider right shoulders. KW - Average daily traffic KW - Costs KW - Cross sections KW - Divided highways KW - Equations KW - Four lane highways KW - Highway capacity KW - Highway design KW - Highway safety KW - Intersections KW - Lane width KW - Left turn lanes KW - Literature reviews KW - Mathematical models KW - Mathematical prediction KW - Mean crash value KW - Road shoulders KW - Rural areas KW - Street lighting KW - Texas KW - Traffic counts KW - Traffic lanes KW - Traffic safety KW - Two lane highways KW - Width UR - https://trid.trb.org/view/778720 ER - TY - RPRT AN - 01022661 AU - Thomas, Gary B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development and Delivery of Research Implementation Workshops in Transportation Operations and Management PY - 2005/09//Implementation Report SP - 20p AB - Bridging the gap between state-of-the-art and state-of-the-practice is vital to improving the safety and efficiency of our streets and highways. The goal of this project was to present practitioners with the latest tools and innovations in transportation engineering through interactive adult-learner-oriented workshops. The topics of the workshops focused on traffic operations research projects recently completed at the Texas Transportation Institute. In all, nine workshops were developed and taught 39 times to approximately 700 participants. KW - Development KW - Highways KW - Implementation KW - Innovation KW - Research KW - State of the art KW - State of the practice KW - Streets KW - Texas KW - Training KW - Transportation engineering KW - Transportation management KW - Transportation operations KW - Transportation safety KW - Workshops UR - https://trid.trb.org/view/777956 ER - TY - RPRT AN - 01019652 AU - Bonneson, James A AU - Zimmerman, Karl H AU - Pratt, Michael P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Red-Light-Running Handbook Workshop Series: Year 1 Summary Report PY - 2005/09//Implementation Report SP - 18p AB - A recent analysis of Texas crash data indicated that there are about 121 fatal crashes each year in Texas that are attributable to red-light violations. It was also found that about 37,702 red-light-running-related crashes occur each year in Texas. These crashes have a societal cost to Texans of about $2.0 billion dollars each year. Engineering and enforcement countermeasures have been shown to reduce red-light violations, related crashes, or both by at least 10 to 30%. If even a 10% reduction in crashes were obtained by the use of one or more countermeasures, Texas motorists could save $140 million annually. This report describes the activities undertaken to conduct a series of intersection safety workshops. The focus of the workshop is on countermeasures intended to treat intersections with frequent red-light violations and related crashes. The activities undertaken include developing the workshop training materials, identifying the workshop venues, scheduling the workshops, encouraging attendance by city and county engineers, conducting workshops, and administering a course evaluation form. A series of five workshops were completed in the first year of the project. The course evaluations completed by the participants indicate a high degree of satisfaction with the course content and format. Five additional workshops are planned for the second year of the project. Recommendations are made regarding the need for additional research to quantify the effect of some engineering countermeasures. KW - Countermeasures KW - Crash data KW - Externalities KW - Fatalities KW - Handbooks KW - High risk locations KW - Highway safety KW - Red light running KW - Signalized intersections KW - Texas KW - Traffic crashes KW - Traffic engineering KW - Traffic law enforcement KW - Traffic safety KW - Traffic violations KW - Training KW - Workshops UR - https://trid.trb.org/view/772598 ER - TY - RPRT AN - 01019630 AU - Carlson, Paul J AU - Miles, Jeffrey David AU - Pratt, Michael P AU - Pike, Adam M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Wet-Weather Pavement Markings: First Year Report PY - 2005/09//Technical Report SP - 115p AB - This report details the first year of a two-year project. During the first year the emphasis was on determining the wet-night visibility of various pavement marking systems under a variety of realistic rainfall levels. The researchers performed a literature review. They analyzed 20 years of Texas rainfall data to determine the most appropriate rainfall levels to use as design criteria for a rain tunnel. Using a low, medium, and high rainfall rate (0.28, 0.52, and 0.87 in. per hour, respectively), a 1600 ft long rain tunnel was designed and built at Texas A&M University's Riverside Campus. Experimental subjects drove through the rain tunnel and looked for pavement markings simulating skip lines. The researchers rotated pavement marking samples at different locations before each trial. The detection distance was recorded when the subject located the pavement marking sample. The data were analyzed in four main sections: waterborne paints, thermoplastics, tapes, and exotic materials. The analysis also included investigations into the wet-night visibility of rumble stripes, as well as wider lines. The measured dry and wet retroreflectivity measurements were analyzed, and the predictive capabilities of the wet retroreflectivity measurements were evaluated with respect to the wet-night detection distance of the markings. During year two the researchers will supplement the detection distance data with additional data from a second round of wet-night visibility experiments. The researchers will also consider durability and cost information before finalizing the research. The researchers will also develop and implement research activities that can be used to develop application recommendations for contrast pavement marking materials based on visibility performance, durability, and cost. KW - Detection distance KW - Evaluation KW - Highway traffic control KW - Human subject testing KW - Literature reviews KW - Night visibility KW - Rainfall KW - Retroreflectivity KW - Road marking materials KW - Road marking tapes KW - Road markings KW - Rumble strips KW - Texas KW - Thermoplastic materials KW - Traffic paint KW - Wet weather UR - https://trid.trb.org/view/772563 ER - TY - RPRT AN - 01019590 AU - Balke, Kevin AU - Chaudhary, Nadeem AU - Chu, Chi-Lueng AU - Kuchangi, Shamanth AU - Nelson, Paul AU - Songchitruksa, Praprut AU - Swaroop, Dvahg AU - Tyagi, Vipin AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Dynamic Traffic Flow Modeling for Incident Detection and Short-Term Congestion Prediction: Year 1 Progress Report PY - 2005/09//Technical Report SP - 120p AB - The purpose of this report is to summarize the research activities that were performed during the first year of this research project. In conducting this research, the research team split into several independent groups, each focusing on different aspects of the problem. One group has been focused on using weather and traffic flow conditions as predictors of incident conditions. Their activities are summarized in Chapter II. Other groups have been focused on developing models for producing short-term forecasts of potential congestion, using current measured traffic conditions. The results of these activities are summarized in Chapter III. Finally, the authors are beginning the process of developing a prototype tool that operators can use in a control center to display forecasted conditions. The beginnings of a high-level, functional specification for the tool are provided in Chapter IV. KW - Forecasting KW - Functional specifications KW - Highway traffic KW - Incident detection KW - Research KW - Traffic congestion KW - Traffic flow KW - Traffic models KW - Weather UR - https://trid.trb.org/view/772206 ER - TY - RPRT AN - 01019104 AU - McVay, Michael C AU - Wasman, Scott AU - Bullock, Paul AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Barge Impact Testing of St. George Causeway Bridge Geotechnical Investigation PY - 2005/09//Final Report SP - v.p. AB - This study reports on the insitu investigation, site stratigraphy, field monitoring, data reduction and subsequent time domain analysis of soil-structure interaction at St. George Island Causeway Pier 1S and 3S subject to barge impacts. The insitu investigation involved Standard Penetration Testing, Electric Cone Penetration Testing, Dilatometer Testing and Pressuremeter Testing. The insitu testing was used to identify soil stratigraphy, engineering properties (i.e., strength, & moduli), as well as axial T-z and lateral P-y nonlinear soil-pile spring behavior. The field instrumentation included soil total stress and pore pressure gages in front and behind the embedded pile cap as well as a fully instrumented (strain gages along length) pile attached to the lead row of the Pier 1S group (5 x 8 layout). The pier was struck multiple times with a Jumbo barge at different velocities resulting in varying peak loads (100 supra kips, 800 supra kips, 900 supra kips). The resulting pile cap displacements, soil pressures, and pile moment & shears, as well as dynamic soil-pile resistance was obtained for each impact. The field impact data suggests that significant inertia and damping resistance from the soil occurs besides static resistance for barge impact. The field tests were subsequently modeled with both LS-DYNA and FB-MultiPier in time domain analyses. The soil-pile damping resistance was characterized through viscous dampers as identified by Smith & El Naggar. In the case of Smith, the ultimate lateral soil resistance, Pu, was multiplied recommended Smith Damping, Js (0.1) for granular soil and the layer thickness. Group reduction factors, i.e., P-y multipliers were used for both the static as well as damping resistance. The predicted deflections, pile head shears, and soil resistance agreed reasonably with the field measurements. Analyses of Pier 1S & 3S revealed that at peak load, anywhere from sixty to seventy percent of the resistance may be attributed to damping and intertia. The latter suggests that time domain analysis may result in greater resistance (vs. current American Association of State Highway and Transportation Officials (AASHTO)) as well as more accurate analysis of bridge response to vessel impacts. However, further laboratory and field-testing are warranted for soil damping characterization. KW - Barges KW - Bridge piers KW - Bridges KW - Damping (Engineering) KW - Deflection KW - Dilatometers KW - Earth pressure KW - Engineering KW - Field studies KW - Field tests KW - Geotechnical engineering KW - Impact tests KW - Inertia (Mechanics) KW - Instrumentation KW - Measurement KW - Monitoring KW - Pressure gages KW - Properties of materials KW - Resistance (Mechanics) KW - Soil penetration test KW - Soil pile interaction KW - Soil structure interaction KW - St. George Causeway Bridge KW - Stratigraphy KW - Time domain analysis UR - http://www.fdot.gov/research/Completed_Proj/Summary_STR/FDOT_BD545_05_rpt.pdf UR - https://trid.trb.org/view/771789 ER - TY - RPRT AN - 01019132 AU - Dumitru, Nicoleta Ileana AU - Hossain, Mustaque AU - Wojakowski, John AU - Kansas State University, Manhattan AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Construction and Performance of Ultra-Thin Whitetopping in Kansas PY - 2005/09//Final Report SP - 41p AB - A suburban city street in Kansas was rehabilitated with a 50 mm (2 in.) Portland Cement Concrete (PCC) thin overlay, commonly known as ultra-thin whitetopping (UTW). The construction and performance of this UTW project have been described in this report. The project, constructed in the Spring of 1995, incorporated the following design features: 0.9 m x 0.9 m (3 ft x 3 ft) panels versus 1.2 m x 1.2 m (4 ft x 4 ft) panels, plain versus fiber reinforced concrete, and sealed versus unsealed joints. The project has performed fairly well to date although some test sections needed periodic maintenance and all of the test sections except two have been overlaid as of October 2001. Experience on this project shows that the UTW overlay can be easily built with conventional equipment and locally available materials. UTW also permits a skid-resistant finish to be applied. Excellent smoothness can also be obtained although the slab thickness is very small. Corner cracking appears to be the most dominant distress type, though it was observed that bond existed between the concrete and the asphalt layers even for the cracked panels. The bond appeared to degrade with time. Joint spacing has a significant effect on performance. The sections with smaller joint spacing appeared to perform better. The performance of the sections with fibers in concrete was inconclusive. Also, joint sealing did not appear to affect the performance. KW - Bond strength (Materials) KW - Construction KW - Fiber reinforced concrete KW - Joint sealing KW - Joint spacing KW - Kansas KW - Overlays (Pavements) KW - Pavement cracking KW - Pavement design KW - Pavement joints KW - Pavement performance KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Skid resistance KW - Smoothness KW - Streets KW - Test sections KW - Ultra-thin whitetopping UR - http://www.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003705299&Page=1 UR - https://trid.trb.org/view/773007 ER - TY - RPRT AN - 01019096 AU - Engelbrecht, Roelof J AU - Balke, Kevin N AU - Sunkari, Srinivasa R AU - Venglar, Steven P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Engineering Solutions to Improving Operations and Safety at Signalized Intersections Near Railroad Grade Crossings with Active Devices PY - 2005/09//Technical Report SP - 156p AB - The objective of this research project was to increase safety and reduce the disruption in coordinated operations along arterials with railroad preemption by improving the operation of traffic signal controllers near highway-railroad grade crossings. Significant safety concerns and operational problems exist at railroad-highway grade crossings adjacent to signalized intersections. While the Texas Department of Transportation (TxDOT) has developed procedures, in particular the Guide for Determining Time Requirements for Traffic Signal Preemption at Highway-Rail Grade Crossings worksheet, to address many of these concerns and operational problems, additional guidelines are needed to address other potential problems and situations. This research project: 1) determined safety, human factors, and operational problems at traffic signals near grade crossings; 2) identified and evaluated potential solutions to these problems with regard to their effectiveness and applicability in Texas; and 3) combined applicable solutions into a guideline document that will help TxDOT staff recognize and address the special circumstances associated with signals near grade crossings. The research findings can be used to evaluate and improve safety and existing operations, and also design future operations. KW - Arterial highways KW - Effectiveness KW - Evaluation KW - Guidelines KW - Highway safety KW - Highway traffic control KW - Human factors KW - Operations KW - Railroad grade crossings KW - Signalized intersections KW - Texas KW - Traffic engineering KW - Traffic signal control systems KW - Traffic signal controllers KW - Traffic signal preemption KW - Traffic signals UR - https://trid.trb.org/view/771822 ER - TY - RPRT AN - 01019022 AU - De Roche, Robert AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of TxDOT Procedures and Specifications for Testing Device Compliance to NTCIP Standards PY - 2005/09//Technical Report SP - 96p AB - The primary objectives of this two-year project are to define a framework for testing conformance to National Transportation Communications for Intelligent Transportation Systems (ITS) Protocol (NTCIP) standards, identify the approaches used to describe the extent to which testing is needed, and recommend the appropriate documentation for such testing activities. To meet these objectives, the researcher looked at what other groups and organizations have done in support of testing. The researcher then describes the basic types of testing tools and provides descriptions and comparisons of applicable products. A survey of Texas Department of Transportation (TxDOT) division and district personnel was conducted to help understand the current TxDOT testing process and to identify any specific needs. Elements of a testing framework are then discussed. This discussion covers the basic steps involved in conformance testing, how NTCIP requirements are specified, aspects of management information base (MIB) files, current testing processes, reporting results, and mapping requirements to tests. Recommendations on defining the framework are given. The report concludes with an enumerated list of recommendations to establish a testing framework. KW - Compliance KW - Intelligent transportation systems KW - NTCIP KW - Recommendations KW - Specifications KW - Standards KW - Test procedures KW - Testing KW - Testing equipment KW - Texas Department of Transportation UR - https://trid.trb.org/view/772998 ER - TY - RPRT AN - 01019021 AU - Paral, James M AU - Battelle Memorial Institute AU - Federal Highway Administration TI - Identification of Operation Assets PY - 2005/09//Final Report SP - 32p AB - This investigation will provide an informational foundation for operations asset management. Identifying the operations assets will establish a base line from which analytical capabilities; and data, information, and performance measure needs can be identified. The information will also help characterize aspects of operations asset management. The results of this investigation will help draw the lines between operations and other different asset areas and facilitate discussion on those assets that straddle the lines between the areas. The resulting report will not be the final word or a definitive list but an initial identification of what may constitute the range and breadth of operations asset. As work proceeds on Transportation Asset Management, the results of this work will provide some of the information necessary to develop a sound and robust Transportations Asset Management framework. The investigation begins with a generic organizational framework that is first developed to be used to categorize operations assets. It takes into account current and future organizational functions that will be needed to support 21st century transportation operations. It includes a generic transportation operations section organizational chart with section and unit titles, and short descriptions that identify each unit’s responsibilities. Using the generic operations unit organizational framework as a backdrop, then operations assets are identified. These are based on investigations of current operations organizations, transportation and others, to assist in the identification of transportation operations assets. Current and envisioned operations functions, programs, and activities are accounted to facilitate operations assets identification. An alphabetized list of operations assets is then created. Using the alphabetized list of assets completed, the operations assets are categorized as primarily physical, system, or personnel, and if applicable breakdown assets into physical, system, and personnel components. Finally, a final chart is created that identifies operations assets by class and unit designation. KW - Asset management KW - Assets KW - Charts KW - Framework (Planning) KW - Highway operations KW - Organizational structure KW - Transportation operations UR - http://ops.fhwa.dot.gov/publications/indenti_op_assets/pdf/final_report(v4).pdf UR - https://trid.trb.org/view/772978 ER - TY - RPRT AN - 01018734 AU - Shulse, Chris AU - Missouri Department of Transportation AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Development and Implementation of an Environmental Roadside Inventory PY - 2005/09//Final Report SP - 49p AB - With the advance of global positioning technology (GPS) and geographic information systems (GIS), the roadside and roadway maintenance staff at the Missouri Department of Transportation (MoDOT) wanted to investigate their use in both roadside and roadway asset management. Researchers envisioned a computer map that would show detailed information about roadside vegetation and roadway features with just the click of a mouse. It was also suggested that the map might be used to track the effectiveness of current vegetation management practices on a single species or group of species. This research project was launched to develop and evaluate this technology at MoDOT. This project included: 1) mapping of both native and invasive species of interest to establish baseline population parameters, 2) mapping of areas on the right of way for potential native vegetation establishment, and 3) mapping of roadway maintenance features for asset management. Mapping of native species focused on showing the boundaries of prairie remnants along with identifying and mapping selected species within the boundaries of the remnants. Remapping selected species at the same location over several seasons collected population dynamics from year to year. Mapping the same species at other locations provided data to compare dynamics between populations. Techniques and processes were developed to use GPS in collecting data on spatial and attribute data for both environmental and man-made features for import into a GIS. Templates for pictorial maps and tables were also developed within a GIS. Both technologies proved to be efficient and effective methods for collecting and analyzing natural and man-made roadway features. The pictorial map format provided an added benefit of allowing viewers to see spatial relationships between various features. Viewers were able to associate the attributes of each feature in a spatial context. This is a sharp contrast with handwriting the information in a notebook or entering it into a spreadsheet on a handheld computer. The result is a powerful tool to make vegetation or roadway management decisions. Further implementation of this technology will result in more targeted and accurate roadside operations, which in turn can reduce the associated risks. In addition, costs for vegetation management can also be reduced with less herbicide used to achieve the desired effect. The goal of any operation at MoDOT should be to achieve the desired result in the safest, most cost efficient manner. The results of this study show that GPS/GIS technology can be a powerful tool to achieve this goal. KW - Asset management KW - Cost effectiveness KW - Data collection KW - Geographic information systems KW - Global Positioning System KW - Inventory KW - Mapping KW - Maps KW - Missouri Department of Transportation KW - Native plants KW - Roadside KW - Spatial analysis KW - Tables (Data) KW - Vegetation KW - Vegetation control UR - http://library.modot.mo.gov/RDT/reports/Ri01007/or06005.pdf UR - https://trid.trb.org/view/772438 ER - TY - RPRT AN - 01010928 AU - Abu-Hejleh, Naser AU - Attwooll, William J AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Colorado's Axial Load Tests on Drilled Shafts Socketed in Weak Rocks: Synthesis and Future Needs PY - 2005/09//Final Report SP - 175p AB - Drilled shaft foundations embedded in weak sedimentary rock formations (shale bedrocks) support a significant portion of bridges in Colorado. Since the 1960s, empirical design methods based on the blow counts of the standard penetration test (SPT) have been used to design drilled shafts in Colorado that deviate from the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) design methods. The most accurate design method is to conduct load tests on test shafts, which are very expensive to perform. Colorado Department of Transportation's (CDOT's) strategic objective is to identify the most appropriate LRFD geotechnical axial design methods for Colorado's drilled shafts socketed in weak rocks that use test data obtained from cheaper and simpler geotechnical tests (e.g., SPT and unconfined compression test). To fulfill this objective, the measured resistance and settlement results of an adequate number of load tests on drilled shafts socketed in Colorado's shale bedrocks should be obtained and compared with predictions from design methods that use data of simpler geotechnical tests on the same bedrocks. In this report, Colorado's typical geological formations and construction methods for drilled shaft foundations are documented and discussed. Available information on Colorado's past axial load tests performed in the last 35 years on drilled shafts socketed in shale bedrocks are documented (e.g., test results from the load tests and from the simpler geotechnical tests, construction, materials, and layout of the test shafts). The load test results are analyzed and evaluated using Colorado SPT based design methods and methods recommended in CDOT Research Report 2003-6 and AASHTO/FHWA. The influence of conditions of the test shaft hole during construction (roughness and presence of water) on the measured resistances in the load tests is investigated. Based on the lessons learned from the work described above and the recommendations of CDOT Research Report 2003-6, Colorado's future needs for axial load tests on drilled shafts were established. KW - Bedrock KW - Bridge foundations KW - Colorado KW - Compression tests KW - Design methods KW - Drilled shafts KW - Geotechnical engineering KW - Load and resistance factor design KW - Load tests KW - Sedimentary rocks KW - Shale KW - Soil penetration test UR - http://www.dot.state.co.us/Publications/PDFFiles/axial%20loads.pdf UR - https://trid.trb.org/view/767281 ER - TY - RPRT AN - 01018740 AU - Hovey, Peter AU - Chowdhury, Mashrur AU - University of Dayton AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Development of Crash Reduction Factors PY - 2005/09//Final Report SP - 86p AB - Crash reduction factors are used to identify and prioritize the most effective safety improvement measures, and prioritize and allocate available resources optimally for a highway safety improvement project. Simple before-and after analysis does account for the regression-to-the-mean bias. This research employs an Empirical Bayes (EB) methodology that overcomes the regression-to-the-mean property that is encountered in traditional before-and after analysis. Traffic, geometric and crash data for both the treatment and comparison sites were collected from Ohio in developing the crash reduction factors. Using data collected from Ohio, the EB methodology was applied in developing crash reduction factors for the following improvement categories: add a two-way left turn lane, install a median barrier, flatten slope and remove guardrail, remove or relocate a fixed object, flatten vertical curve, providing highway lighting and close median opening. KW - Before and after studies KW - Bias (Statistics) KW - Crash data KW - Crash reduction factors KW - Data collection KW - Empirical Bayes method KW - Fixed objects KW - Geometric design KW - Guardrails KW - Highway curves KW - Highway safety KW - Improvements KW - Median barriers KW - Median openings KW - Ohio KW - Research KW - Resource allocation KW - Strategic planning KW - Street lighting KW - Traffic data KW - Two way left turn lanes KW - Vertical curvature UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A63046520 UR - https://trid.trb.org/view/775162 ER - TY - SER AN - 01016504 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - The Concrete Pavement Road Map PY - 2005/09 SP - 8p AB - The Concrete Pavement (CP) Road Map is a plan for concrete pavement research that will guide the investment of research dollars for the next several years. This TechBrief is a summary of FHWA-HRT-05-52, Concrete Pavement Road Map Volume I and FHWA-HRT-05-53, Concrete Pavement Road Map Volume II. For most of the 20th century, the same materials--portland cement concrete, high-quality aggregate, and water--were used in pavement concrete, with only minor refinements. This fairly forgiving formula allowed some variations in subgrade quality, construction practices, and other variables without sacrificing pavement performance. In today's environment, however--with new, sometimes incompatible materials, more demanding production schedules, and other pressures--the old system for constructing concrete pavements is not as malleable. The CP Road Map gives the highway community an opportunity to reinvent itself proactively through research. KW - Aggregates KW - Concrete Pavement Road Map KW - Concrete pavements KW - Materials KW - Pavement design KW - Pavement performance KW - Paving KW - Portland cement concrete KW - Production KW - Research KW - Schedules KW - Subgrade (Pavements) KW - Water UR - http://www.fhwa.dot.gov/pavement/pccp/pubs/05074/05074.pdf UR - https://trid.trb.org/view/772007 ER - TY - RPRT AN - 01016468 AU - Eskridge, Amy E AU - Klahorst, Jeremy T AU - Klingner, Richard E AU - Kreger, Michael E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Mitigation Techniques for In-Service Structures with Premature Concrete Deterioration: Synthesis Report PY - 2005/09//Research Report SP - 86p AB - This report is a synthesis of the technical results of Texas Department of Transportation Study 4069 ("Mitigation Techniques for In-Service Structures with Premature Concrete Deterioration"). The Texas Department of Transportation is interested in developing techniques for mitigating or remediating premature concrete deterioration due to alkali-silica reaction (ASR), delayed ettringite formation (DEF), or both, in order to extend the life of potentially affected structures. Reports 4069-1 and 4069-2 consist, respectively, of a literature survey and an application of existing test methods to assess the comparative effectiveness of mitigation treatments for premature concrete deterioration. This report (Report 4069-3) describes the development and verification of a new test method, and the application of that test method to recommendations for specific treatments to mitigate premature concrete deterioration from ASR/DEF. KW - Alkali silica reactions KW - Concrete structures KW - Delayed ettringite formation KW - Deterioration KW - Durability KW - Methodology KW - Rehabilitation (Maintenance) KW - Test procedures KW - Testing KW - Texas KW - Traffic mitigation UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4069_3.pdf UR - https://trid.trb.org/view/772492 ER - TY - RPRT AN - 01019026 AU - Sunkari, Srinivasa AU - Parker, Ricky AU - Charara, Hassan AU - Palekar, Trishul AU - Middleton, Dan AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Cost-Effective Technologies for Advance Detection PY - 2005/09//Technical Report SP - 54p AB - This project developed and evaluated various advance detection systems. The objective was to use off-the-shelf technology to develop these detection systems and evaluate their performance as well as their cost-effectiveness with respect to traditional advance inductive loop using lead-in wire. These systems were deployed on the northbound approach of the intersection of SH 6 and FM 185. The baseline system was the Advance Warning of End of Green System (AWEGS) detectors on this approach. This project developed the installation guidelines for various detection systems. Texas Transportation Institute (TTI) researchers found that inductive loops with contact closure radio were very accurate in counts, classification, and speeds. Traficon video detection system was very accurate in counts and measuring vehicle lengths during daytime and measuring speeds during both daytime and nighttime. The counts and classification can improve by providing some ambient light near the detector station. SAS-1 acoustic detector can be very cost-effective as it contains detection as well as a communication system. However, the performance needs to be checked by requesting the vendor to provide individual vehicle speeds and classification which the unit is already measuring. TTI researchers recommend that the user not only look at installation cost, but also at life cycle cost of the system. Some systems such as inductive loops can have a higher life cycle cost. KW - Accuracy KW - Acoustic detectors KW - Advance detection KW - Cost effectiveness KW - Life cycle costing KW - Loop detectors KW - Off-the-shelf KW - Performance KW - Signalized intersections KW - Video imaging detectors UR - http://tti.tamu.edu/documents/0-5002-1.pdf UR - https://trid.trb.org/view/772999 ER - TY - RPRT AN - 01016477 AU - Klahorst, Jeremy T AU - Klingner, Richard E AU - Kreger, Michael E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Mitigation Techniques for In-Service Structures with Premature Concrete Deterioration: Development and Verification of New Test Method PY - 2005/09//Research Report SP - 120p AB - This report describes part of the work associated with Texas Department of Transportation Study 4069 (“Mitigation Techniques for In-Service Structures with Premature Concrete Deterioration”). The Texas Department of Transportation is interested in developing techniques for mitigating or remediating premature concrete deterioration due to alkali silica reaction (ASR), delayed ettringite formation (DEF), or both, in order to extend the life of potentially affected structures. The parts of Study 4069 reported here consist of: a review of existing test methods for possible application to evaluate mitigation treatments; development of a new test method, if necessary; verification of the test method; application of the selected test method to evaluate mitigation treatments; and recommendations of specific treatments to mitigate premature concrete deterioration from ASR/DEF. KW - Alkali silica reactions KW - Concrete bridges KW - Delayed ettringite formation KW - Deterioration KW - Development KW - Methodology KW - Structures KW - Test procedures KW - Testing KW - Traffic mitigation KW - Verification UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4069_2.pdf UR - https://trid.trb.org/view/772462 ER - TY - RPRT AN - 01015043 AU - Pierson, Lawrence A AU - Beckstrand, Darren L AU - Black, Brent A AU - Landslide Technology AU - Montana Department of Transportation AU - Federal Highway Administration TI - Rockfall Hazard Classification and Mitigation System PY - 2005/09//Final Report SP - 277p AB - The Montana Department of Transportation (MDT) Rockfall Hazard Classification and Mitigation System research project was initiated in February 2003. Once customized for MDT conditions, the Rockfall Hazard Rating System (RHRS), a nationally recognized rock slope management tool, was selected for implementation in order to provide the information MDT needed to make informed decisions on where to invest safety dollars at rockfall-related locations. An initial review of the highway system using MDT's Transportation Information System (TIS) ImageViewer was completed. Roughly 2,600 potential rockfall sites were identified. Using a web-based questionnaire, rockfall history and behavior information was gathered for each site from the local maintenance person responsible for the affected portion of roadway. A Preliminary Rating was performed on each identified site. In all, 2,653 sites were visited resulting in 1,869 sites being categorized as either "A" or "B" sites, indicating a potential to produce a hazardous rockfall situation. The remaining sites that were deemed to pose no or a very low threat of a hazardous situation occurring were eliminated from further consideration. The Detailed Ratings were conducted at the 869 "A" sites. Once the Detailed Ratings were completed, and based on a decision by the MDT Technical Advisory Committee (TAC), only those sites that received a Detailed Rating score greater than 350 points were categorized as A-rated sites. The resulting database contains 368 A-rated sites. The top 100 "A" rated sites, those with a score greater than 471 points, were further evaluated and had preliminary designs and cost estimates prepared. The designs included only those elements directly associated with rockfall mitigation. This information will allow MDT to include cost and associated benefits as they proceed with development of rockfall mitigation projects. KW - Cost estimating KW - Decision making KW - Hazard mitigation KW - Hazard rating KW - Management information systems KW - Montana KW - Rock slopes KW - Rockfall hazard rating system KW - Rockfalls KW - Safety engineering KW - Slope stability UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/rockfall/final_report.pdf UR - http://ntl.bts.gov/lib/45000/45800/45823/final_report44.pdf UR - https://trid.trb.org/view/768724 ER - TY - RPRT AN - 01014837 AU - Tia, Mang AU - Subramanian, Raja AU - Brown, Danny AU - Broward, Chuck AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Evaluation of Shrinkage Cracking Potential of Concrete Used in Bridge Decks in Florida PY - 2005/09//Final Report SP - 141p AB - The main objectives of this research are (1) to develop an effective and convenient laboratory set-up and procedure for evaluating concrete mixtures for their resistance to shrinkage cracking in service, (2) to evaluate the different concrete mixtures that have various different admixtures added for reducing the shrinkage in the concrete, and (3) to make recommendations for concrete mix designs for improved resistance to shrinkage cracking in service. The constrained long specimen apparatus, which was previously developed for the Florida Department of Transportation (FDOT) by the University of Florida for evaluation of resistance to shrinkage cracking of concrete, was further refined and evaluated. The major refinements included (1) using a load cell to measure the induced force in the constrained long specimen, (2) using an embedment strain gage to measure the strain of the long specimen, (3) using an automatic data acquisition system to collect the load and strain data continuously, (4) using a water-resistant and low-friction Teflon sheet as a base plate to minimize the friction between the concrete specimen and its supporting base, and (5) a modification to the test procedure to correct for the specimen contraction. The results of the testing program indicated that the use of a shrinkage-reducing admixture was effective in reducing the free shrinkage strains and shrinkage-induced stresses of all the concrete mixtures tested, while the compressive strength, splitting tensile strength and elastic modulus of the concrete were not significantly affected. The addition of fly ash as a mineral admixture was found to be effective in reducing the free shrinkage strain and shrinkage-induced stresses of all the concrete. KW - Admixtures KW - Automatic data collection systems KW - Bridge decks KW - Compressive strength KW - Concrete KW - Cracking KW - Florida KW - Fly ash KW - Laboratory tests KW - Load cells KW - Mix design KW - Modulus of elasticity KW - Shrinkage KW - Strain gages KW - Tensile strength KW - Testing equipment UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC354_26_rpt.pdf UR - https://trid.trb.org/view/768039 ER - TY - RPRT AN - 01013383 AU - Crovetti, James A AU - Hall, Kathleen T AU - Williams, Christopher AU - Marquette University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Development of Modulus-to-Temperature Relations for HMA Mixtures in Wisconsin PY - 2005/09//Final Report SP - 72p AB - This report presents the findings of a research study conducted to develop modulus-to-temperature relations for Hot Mix Asphalt (HMA) mixtures used in Wisconsin. Surface deflection data gathered from in-place HMA pavements was used to estimate the resilient modulus of the HMA layer at the various test temperatures. Laboratory resilient modulus testing was also conducted on recovered HMA cores to establish trends of HMA resilient modulus as a function of test temperature and load frequency. Prediction equations for estimating modulus-to-temperature trends were developed from laboratory testing to account for mixture-specific parameters, including fines content, air voids and binder content. Estimations of HMA modulus-to-temperature trends based solely on nondestructive deflection data were found to correlate with laboratory trends for some, but not all of the projects tested. Observed estimation errors were deemed due to variations in the thickness and/or stiffness of lower pavement layers which were not measured during field testing. A simple process for developing site-specific variations in HMA resilient modulus in response to monthly air and pavement temperature changes is presented. These monthly variations represent valuable inputs for mechanistic-empirical performance analysis. KW - Air voids KW - Asphalt pavements KW - Binder content KW - Cores (Specimens) KW - Deflection KW - Equations KW - Fines (Materials) KW - Hot mix asphalt KW - Laboratory tests KW - Mechanistic design KW - Modulus of resilience KW - Temperature KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53877/WHRP_05-11_Modulus_to_Temp_Relations.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/03-14modtotemp-f.pdf UR - https://trid.trb.org/view/767942 ER - TY - RPRT AN - 01013382 AU - Winter, Charles J AU - Wagner, Alan B AU - Komurka, Van E AU - Wagner Komurka Geotechnical Group, Incorporated AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Investigation of Standard Penetration Torque Testing (SPT-T) to Predict Pile Performance PY - 2005/09//Final Report SP - 103p AB - Soil/pile set-up is a time-dependant increase in pile capacity. Incorporation of soil/pile set-up in pile design often has considerable economic benefits, resulting from reduction in pile section, length, and/or size of driving equipment. A number of in-situ tests have been developed to measure set-up that can be performed within a subsurface exploration program. One such test, SPT-Torque (SPT-T) test, is considered to offer the most-favorable combination of applicability of results, ease and simplicity of performing the test, and equipment cost. However, instrumentation has not been formally developed for commercial application, research correlating SPT-T test results to measured soil/pile set-up is limited, and no documented research has involved Wisconsin soils. In addition, previous SPT-T research concentrated on performing tests spanning from several hours to several weeks. Considerably shorter time intervals (on the order of one hour or less) will likely be required if the SPT-T test is to be included in a typical exploration program. The primary objective of this research was to perform short-term SPT-T tests and correlate results to long-term measured soil/pile set-up. The results indicate that there does not appear to be any correlation between set-up values from short-term (1 hour or less) SPT-T tests and unit set-up values obtained from long-term restrikes of test pile installation. Negative set-up (relaxation) exhibited in many short-term SPT-T tests followed by positive set-up also contributes skepticism to using this procedure as a tool to estimate set-up. Therefore, short-term SPT-T testing does not appear to be a practical, economical exploration-phase method to predict soil/pile set-up. KW - Design KW - Field tests KW - Performance KW - Pile capacity KW - Piles (Supports) KW - Soil penetration test KW - Soil pile set-up rate KW - Torque UR - http://minds.wisconsin.edu/bitstream/handle/1793/53959/WHRP_05-16_SPT-T.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/04-09spt-f1.pdf UR - https://trid.trb.org/view/767941 ER - TY - RPRT AN - 01013375 AU - Crovetti, James A AU - Marquette University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Development of Rational Overlay Design Procedures for Flexible Pavements PY - 2005/09//Final Report SP - 59p AB - This report presents the findings of a research study conducted to develop procedures for the design of structural Hot Mix Asphalt (HMA) overlays over existing flexible pavements in Wisconsin. The recommended procedures are presented in a hierarchal approach to allow the user the flexibility of estimating the effective structural number of an in-place HMA pavement based on visual and/or nondestructive deflection testing data and to develop overlay thickness requirements based on the structural deficiency approach. Techniques for estimating the effective structural number of an existing pavement based on surface deflection are presented. The equations presented in the 1993 American Association of State Highway and Transportation Officials (AASHTO) Design Guide were modified to enhance their applicability. Alternate deflection-based techniques were also developed to allow for the estimation of effective structural number without pavement thickness information. The overlay design procedures were developed to maintain consistency with the current Wisconsin Department of Transportation (WisDOT) practice of new flexible pavement design based on the 1972 AASHTO design equation. KW - AASHTO Design Guide KW - Bituminous overlays KW - Deflection KW - Design methods KW - Equations KW - Flexible pavements KW - Hot mix asphalt KW - Nondestructive tests KW - Structural number (Pavements) KW - Thickness KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53879/WHRP_05-12_Rational_Overlay_Design.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/00-05flexibleoverlay-f1.pdf UR - https://trid.trb.org/view/767943 ER - TY - RPRT AN - 01011200 AU - Ullman, Brooke R AU - Jasek, Deborah L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Staffing and Training Needs for Managed Lanes Facilities PY - 2005/09//Technical Report SP - 42p AB - A managed lane facility is one that increases freeway efficiency by packaging various operational and design actions. Operating agencies may adjust lane management operations at any time to better match regional goals. However, as a new concept in operating freeways, managed lanes has a limited experience base, creating a knowledge vacuum in emerging key areas that are critical for effective implementation. The potential complexities associated with user groups and operational options will require agencies to have an appropriate number of qualified staff to ensure adequate oversight of operations and to ensure satisfactory customer service to the users. Thus, the task documented in this report identifies those staffing needs related to operational options and training that might be required to ensure those staff are fully prepared to perform their duties to the satisfaction of both the agency and the customer. Other issues addressed are the roles of job positions within the framework of managed lanes, the competencies required of those positions, and accessibility to appropriate training, education, and technical assistance to ensure these needs are met. KW - Education and training KW - Freeway operations KW - Freeways KW - Managed lanes KW - Personnel KW - Technical assistance UR - http://tti.tamu.edu/documents/0-4160-20.pdf UR - https://trid.trb.org/view/767588 ER - TY - RPRT AN - 01011188 AU - Ullman, Gerald L AU - Dudek, Conrad L AU - Ullman, Brooke R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Field Guide for Portable Changeable Message Sign Use in Work Zones PY - 2005/09//Technical Report SP - 46p AB - In this report, researchers document the development of a field guide for portable changeable message sign use in work zone. Included in the report is a summary and critique of available national and state-level standards and guidance on portable changeable message sign (PCMS) use, description of the components included in the field guide, and implementation considerations for field guide deployment. The field guide was developed as a stand-alone product, but is included for illustrative purposes as an appendix to this report. KW - Guidelines KW - Handbooks KW - Standards KW - Variable message signs KW - Work zone traffic control UR - http://tti.tamu.edu/documents/0-4748-2.pdf UR - https://trid.trb.org/view/767633 ER - TY - RPRT AN - 01013386 AU - Crovetti, James A AU - Khazanovich, Lev AU - Marquette University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Early Opening of Portland Cement Concrete (PCC) Pavements to Traffic PY - 2005/09//Final Report SP - 85p AB - This report presents the results of a detailed stress analysis and a field and laboratory test program which investigated the early-age strength gain for selected portland cement concrete (PCC) paving mixtures used in Wisconsin as well as the effects of early-age loading on doweled pavement joints. A simplified procedure for predicting critical dowel-PCC interface stresses was developed. This procedure was used in conjunction with allowable bearing stresses to establish minimum compressive strength requirements for opening to traffic based on pavement design parameters, including PCC, base, subgrade and dowel material properties. Equations for predicting early-age PCC compressive strength from 7-Day or 28-Day laboratory test results were developed based on maturity readings. The best correlation was observed for estimating the %7-day early-age strength based on maturity readings of field-cured bagged cylinders. Exposed dowel load and deflection tests were used to investigate the effects of early-age loading on the PCC immediately surrounding the dowel. These tests proved inconclusive with no apparent trends in the data. More research in this area is needed to develop appropriate testing protocol and practical guidelines for implementation. KW - Compressive strength KW - Concrete maturity KW - Concrete pavements KW - Deflection KW - Dowel bars KW - Early age (Concrete) KW - Equations KW - Field tests KW - Laboratory tests KW - Opening to traffic KW - Portland cement concrete KW - Stresses UR - http://wisdotresearch.wi.gov/wp-content/uploads/01-04earlyopen-f.pdf UR - https://trid.trb.org/view/767944 ER - TY - RPRT AN - 01011126 AU - Newhouse, Charles D AU - Roberts-Wollmann, Carin L AU - Cousins, Thomas E AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Development of an Optimized Continuity Diaphragm for New PCBT Girders PY - 2005/09//Final Contract Report SP - 77p AB - Over the past 50 years, many states have recognized the benefits of making precast, prestressed multi-girder bridges continuous by connecting the girders with a continuity diaphragm. Although there is widespread agreement on the benefits of continuous construction, there has not been as much agreement on either the methods used for design of these systems or the details used for the continuity connections. To aid designers in choosing the most appropriate method, an analytical and experimental study was undertaken at Virginia Tech. Analyses were done to compare the differences in the predicted continuity moments for different design methods and assumptions over a range of commonly used systems of precast concrete bulb tee (PCBT) girders and cast-in-place slabs. The results of the analyses were used to develop three continuity connection details for testing during the experimental study. Three different continuity connections were tested using full-depth PCBT 45-in. deep girders made continuous with a 6 ft wide slab. The bottom of the ends of the girders were made continuous with the continuity connection by extending prestressing strands for the first test and extending 180 degree bent bars for the second test. Both connections adequately resisted service, cyclic, and ultimate loads, but the test with the extended bars remained stiffer during cyclic loading and is recommended for use. The third test was performed on a system using only a slab cast across the top of the girders without the full-depth diaphragm. Two primary cracks formed above the ends of the girders at the joint during service testing, after which no significant increase in damage took place. Results from the analytical study indicate that the predicted positive thermal restraint moments may be significant, similar in magnitude to the positive cracking moment. Results from the experimental study indicate that restraint moments develop early due to thermal expansion of the deck during curing and subsequent differential shrinkage; however, the magnitudes of the early age restraint moments are much less than conventional analyses predict. Due to the great number of uncertainties involved in the attempt to predict restraint moments, it is recommended that the diaphragms be designed for the thermal restraint moments, but not to exceed 1.2 times the cracking moment of the diaphragm-beam interface. KW - Bents KW - Bulbtee girders KW - Cast in place concrete KW - Continuous girder bridges KW - Cracking KW - Diaphragms (Engineering) KW - Girders KW - Moments (Mechanics) KW - Precast concrete KW - Prestressing strands KW - Slabs KW - Structural connection KW - Thermal expansion UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-cr3.pdf UR - https://trid.trb.org/view/767579 ER - TY - RPRT AN - 01013253 AU - Zegeer, Charles V AU - Stewart, J Richard AU - Huang, Herman H AU - Lagerwey, Peter A AU - Feaganes, John AU - Campbell, B J AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - Safety Effects of Marked versus Unmarked Crosswalks at Uncontrolled Locations: Final Report and Recommended Guidelines PY - 2005/09//Final Report SP - 112p AB - Pedestrians are legitimate users of the transportation system, and they should, therefore, be able to use this system safely. Pedestrian needs in crossing streets should be identified, and appropriate solutions should be selected to improve pedestrian safety and access. Deciding where to mark crosswalks is only one consideration in meeting that objective. The purpose of this study was to determine whether marked crosswalks at uncontrolled locations are safer than unmarked crosswalks under various traffic and roadway conditions. Another objective was to provide recommendations on how to provide safer crossings for pedestrians. This study involved an analysis of 5 years of pedestrian crashes at 1,000 marked crosswalks and 1,000 unmarked comparison sites. All sites in this study had no traffic signal or stop sign on the approaches. Detailed data were collected on traffic volume, pedestrian exposure, number of lanes, median type, speed limit, and other site variables. Poisson and negative binomial regressive models were used. The study results revealed that on two-lane roads, the presence of a marked crosswalk alone at an uncontrolled location was associated with no difference in pedestrian crash rate, compared to an unmarked crosswalk. Further, on multilane roads with traffic volumes above about 12,000 vehicles per day, having a marked crosswalk alone (without other substantial improvements) was associated with a higher pedestrian crash rate (after controlling for other site factors) compared to an unmarked crosswalk. Raised medians provided significantly lower pedestrian crash rates on multilane roads, compared to roads with no raised median. Older pedestrians had crash rates that were high relative to their crossing exposure. More substantial improvements were recommended to provide for safer pedestrian crossings on certain roads, such as adding traffic signals with pedestrian signals when warranted, providing raised medians, speed-reducing measures, and others. KW - Age KW - Crash rates KW - Crosswalks KW - Exposure KW - Guidelines KW - Highway safety KW - Median barriers KW - Multilane highways KW - Pedestrian movement KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Recommendations KW - Speed limits KW - Traffic lanes KW - Traffic volume KW - Two lane highways UR - http://www.fhwa.dot.gov/publications/research/safety/04100/ UR - http://www.walkinginfo.org/pdf/r&d/safetyeffects.pdf UR - https://trid.trb.org/view/767638 ER - TY - RPRT AN - 01011118 AU - Smith, Brian Lee AU - Qi, Yi AU - Tang, Yin AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Phase III Autotrack: Integrated CCTV/VIVDS Prototype Field Test: System Refinement and Development of Shoulder Detection PY - 2005/09//Final Report SP - 20p AB - The Virginia Department of Transportation (VDOT) has invested in extensive closed circuit television (CCTV) systems to monitor freeways in urban areas. Generally, these devices are installed as part of freeway management systems (Smart Traffic Centers, STCs). While CCTVs have proven to be very effective in supporting incident management, they simply provide images that must be interpreted by trained operators. Recent studies completed by the University of Virginia (UVA) and the Virginia Transportation Research Council (VTRC) concluded, however, that it is feasible to integrate CCTV with video image vehicle detection systems (VIVDS), which are currently on the market, to provide the ability to measure traffic conditions. Given this positive result, it is advantageous to pursue other data collection applications of an integrated CCTV/VIVDS. The purpose of this project was to develop and field test a prototype CCTV/VIVDS integrated system (referred to as Phase III Autotrack) that adds the functionality of shoulder detection to the existing traffic data collection capabilities of the previous prototype (Phase II Autotrack). Shoulder detection allows STC operators to improve the safety and efficiency of the freeway system by rapidly responding to vehicles stopped or stalled on shoulders. Based on the results of this research, the following conclusions may be drawn concerning the feasibility of the new safety/security functionality of integrated CCTV/VIVDS systems: (1) An integrated CCTV/VIVDS system can be used to effectively identify shoulder events (stopped or slow moving vehicles) under clear weather conditions; and (2) An integrated CCTV/VIVDS system can be used to effectively identify shoulder events (stopped or slow moving vehicles) under rainy conditions, if provisions are made to clear away drops from the camera lens. The Autotrack research program has proven that CCTV/VIVDS integration is feasible and beneficial. Benefits include the following: (1) Reduction in the number of devices installed in the field (and requiring maintenance) to support transportation management; (2) Reduction of the workload on operators in STCs by automating security scanning; (3) Increase in the safety and security of the traveling public by allowing for more comprehensive monitoring of shoulders; and (4) Stimulation of CCTV/VIVDS commercial product development. KW - Benefits KW - Closed circuit television KW - Feasibility analysis KW - Field tests KW - Incident detection KW - Integrated systems KW - Prototypes KW - Road shoulders KW - Video imaging detectors UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-cr2.pdf UR - http://ntl.bts.gov/lib/37000/37200/37260/06-cr2.pdf UR - https://trid.trb.org/view/767574 ER - TY - RPRT AN - 01011116 AU - Pegues, J Adam AU - Demetsky, Michael J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - The Role of Smart Traffic Centers in Regional System Operations: A Hampton Roads Case Study PY - 2005/09//Final Report SP - 46p AB - The objectives of this study were to define the role of smart traffic centers (STCs) in regional systems operations and to help identify performance measures for monitoring the performance of STCs in the scope of regional systems operations. Without proper measures of performance, it is difficult to determine if changes or additional resources could be employed to improve STC operations so as to enhance the performance of the regional transportation system. In this project, a general methodology was developed and applied to determine the role played by the Hampton Roads STC in regional systems operations in Virginia. A six-part framework for evaluating performance measures was developed. The findings of the study were generalized to the greatest extent possible to be applicable to other STCs in Virginia. It is expected that the recommended framework for developing measures of performance developed in this study will assist the Virginia Department of Transportation in documenting the benefits of the investment made in STCs and allow STC operators to identify areas where improvements can be made or resources need to be adjusted. KW - Case studies KW - Hampton Roads (Virginia) KW - Highway operations KW - Performance measurement KW - Regional planning KW - Smart traffic control KW - Traffic control centers UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r6.pdf UR - http://ntl.bts.gov/lib/37000/37200/37262/06-r6.pdf UR - https://trid.trb.org/view/767563 ER - TY - RPRT AN - 01011114 AU - Diefenderfer, Stacey AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Creep and Fatigue Characteristics of Superpave Mixtures PY - 2005/09//Final Report SP - 66p AB - Laboratory creep and fatigue testing was performed on five Superpave surface hot-mix asphalt mixtures placed at the Virginia Smart Road. Differences in creep and fatigue response attributable to production and compaction methods were investigated. In addition, changes in creep response resulting from differences in specimen size were evaluated. Further, an evaluation of the effects of loading frequency, presence of rest periods, and specimen location within the pavement on fatigue life was conducted. Creep compliance values were determined using viscoelastic-based calculations, and time-temperature superposition was used to generate mastercurves. Reported creep compliance response models from the literature were found inadequate for accurately describing the creep compliance mastercurves generated during this study. Differences in creep response between specimens of different sizes were found to be due to specimen and test variability, rather than size. An evaluation of the effects of laboratory and plant production and laboratory and field compaction was inconclusive as material variability appeared greater than production or compaction variability. Simple regression models were found to be satisfactory for use in the development of prediction models for fatigue, although test data are necessary for calibration to particular mixture types. No relationships were found between fatigue model coefficients and volumetric properties of the mixtures tested because of the limited range of volumetric properties. Variability in volumetric properties between the mixtures produced at the plant and those produced to match the job mix formula did not significantly influence the predicted laboratory fatigue performance. Laboratory fatigue lives were similar between the laboratory-compacted fatigue specimens and specimens cut from the pavement; differences observed in performance were attributable to different air void contents. Predicted fatigue life was found to be statistically independent of the frequency of the applied loads or presence of rest periods for the mixtures, frequencies, and rest periods considered in this study. Minimal differences were observed between fatigue life predictions for plant-produced, field-compacted specimens cut from different locations in the pavement. This study contributes to the understanding of the factors involved in creep and fatigue performance of asphalt mixtures. The mixture responses characterized by this study are related to the rutting and fatigue performance of asphalt pavements. The choice of appropriate asphalt materials to resist rutting and fatigue deterioration will result in reduced maintenance needs and longer service lives for pavements. KW - Air voids KW - Asphalt pavements KW - Compaction KW - Creep KW - Creep compliance KW - Fatigue (Mechanics) KW - Hot mix asphalt KW - Laboratory tests KW - Mathematical models KW - Production KW - Regression analysis KW - Rutting KW - Service life KW - Size KW - Specimens KW - Superpave UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r5.pdf UR - https://trid.trb.org/view/767562 ER - TY - RPRT AN - 01011112 AU - Sanderson, Adam AU - Hallenbeck, Mark E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Statewide Archive PY - 2005/09//Final Research Report SP - 39p AB - This report describes an initial effort to develop intelligent transportation system (ITS) data archives that can be linked and accessed through a single, Web accessible, geographic information system (GIS) interface. This project was designed to test where this approach of linking disparate databases can help resolve some of the key issues associated with making transportation system performance data available throughout the Washington State Department of Transportation (WSDOT). These include 1) keeping the basic data structures manageably simple to reduce database cost and complexity, 2) allowing data archive control and primary management to remain at the local level to improve the quality control function, 3) providing easy access to staff throughout the organization, 4) providing an interface that allows staff unfamiliar with the data to easily learn what data are available in each database, and 5) providing a simple way to allow staff to combine disparate datasets that share geographic characteristics. To test the concepts developed for this project, the project team created three specific databases and linked those databases through the spatial identifiers stored in WSDOT's GIS. Summary statistics from each of the three databases were developed to be useful to a wide range of WSDOT staff, and they are available through the Internet. The prototype map interface to the three databases can be found at the following URL: http://trac29.trac.washington.edu/tracmap/mapserver. KW - Data access KW - Data banks KW - Data integration KW - Data structures (Databases) KW - Databases KW - Geographic information systems KW - Intelligent transportation systems KW - Quality control KW - Traffic data KW - User interfaces (Computer science) KW - Websites (Information retrieval) UR - http://www.wsdot.wa.gov/research/reports/fullreports/627.1.pdf UR - https://trid.trb.org/view/767442 ER - TY - RPRT AN - 01011104 AU - Inouye, Blake AU - Lehman, Dawn AU - Stanton, John AU - Kramer, Steven AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Seismic Analysis and Retrofit Study of the SR 99 - Spokane Street Over-Crossing PY - 2005/09//Final Research Report SP - v.p. AB - The SR 99--Spokane Street over-crossing is located in Seattle, Washington, and was built in the late 1950s. Its construction is mostly of reinforced concrete; the reinforcement detailing is poor by modern seismic standards, particularly with respect to confinement, and the underlying soils are also weak. Furthermore, the structure contains many "outrigger bents," in which columns are displaced from their ideal locations to accommodate passage of railroad tracks beneath the structure. These outrigger bents cause significant asymmetry in the structure that could lead to unusual and undesirable seismic response. In this study, the seismic response of the structure was evaluated analytically, and seismic retrofit strategies were developed and evaluated. In a companion experimental study by Washington State University, the as-existing structure was investigated by testing scale models of representative bents, and one retrofit strategy was also tested. In this report, modeling approaches are discussed in detail, and the results of evaluations of the as-existing structure as well as the retrofit strategies are presented. Some components of the structure (e.g., the deck, the already jacketed columns, and the soil-foundation-structure system) were found to be critical to an accurate determination of the response and were therefore modeled in some detail. Site-specific ground motions at three different hazard levels were used. The structure was found to be vulnerable, especially to 72- and 475-year ground motions. The knee-joints that connect the outrigger beams and columns were found to be the most critical components, and their vulnerability was shown to be influenced by the type of retrofit performed on the outrigger column. Retrofit strategies included some designed to increase the strength and ductility of the components, and some intended to reduce the demands on them. KW - Beams KW - Bridge decks KW - Columns KW - Ductility KW - Earthquake resistant design KW - Jacketing (Strengthening) KW - Joints (Engineering) KW - Mathematical models KW - Outrigger bents KW - Reinforced concrete bridges KW - Retrofitting KW - Seattle (Washington) KW - Seismicity KW - Shear strength KW - Soil structure interaction UR - http://www.wsdot.wa.gov/research/reports/fullreports/596.1.pdf UR - https://trid.trb.org/view/767321 ER - TY - RPRT AN - 01011189 AU - Kuhn, Beverly AU - Goodin, Ginger D AU - Ballard, Andrew AU - Brewer, Marcus AU - Brydia, Robert AU - Carson, Jodi AU - Chrysler, Susan AU - Collier, Tina AU - Eisele, William AU - Fenno, David AU - Fitzpatrick, Kay AU - Ullman, Brooke AU - Ullman, Gerald L AU - Venglar, Steven AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Findings From Texas: Five Years of Research on Managed Lanes PY - 2005/09//Technical Report SP - 146p AB - Texas cities are currently considering the managed lane concept for major freeway projects. As a new concept of operating freeways in a flexible and possibly dynamic manner, the managed lane concept has a limited experience base, thereby creating a knowledge vacuum in emerging key areas that are critical for effective implementation. Complicating the effort is the rapid progress of several freeway improvement projects in Texas in which Texas Department of Transportation (TxDOT) is proposing managed lane operations. The operational experience both in Texas and nationally for managed lanes is minimal, particularly for extensive freeway reconstruction projects. The managed lane projects currently in existence involve retrofits of existing freeway sections within highly fixed access, geometric, and operational configurations, and established eligibility considerations. There are few projects in operation from which to draw experiential data on the implementation of managed lane freeway sections with complex or multiple operational strategies, including variations in eligible vehicle user groups by time of day. The objectives of this project are to investigate the complex and interrelated issues surrounding the safe and efficient operation of managed lanes using various operating strategies and to develop a managed lanes manual to help the TxDOT make informed planning, design, and operational decisions when considering these facilities for its jurisdiction. This document presents the critical research results obtained over the five years of this project. KW - Decision making KW - Freeway operations KW - Freeways KW - Implementation KW - Managed lanes KW - Manuals KW - Texas KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-4160-25.pdf UR - https://trid.trb.org/view/767634 ER - TY - JOUR AN - 01011041 JO - Public Roads PB - Federal Highway Administration AU - Shanks, Nancy TI - Preserving Red Cliff Arch PY - 2005/09 VL - 69 IS - 2 SP - pp 18-23 AB - This article describes a recent rehabilitation project, the 64-year-old Red Cliff Arch Bridge, which carries U.S. Highway 24 over Eagle River in the Rocky Mountain Region of Colorado, and how it maintains historical integrity while meeting current Federal safety standards. The concrete, reinforcing steel, and paint on the structural steel were decaying and corroding and severely straining maintenance forces' ability to keep up with the repairs. Rehabilitation, which cost $3.6 million, focused on replacing and widening the bridge deck, repainting the steel portions, working on the abutments, girders, and bridge rail---all this while maintaining the historic structure's appearance. The structure was widened to accommodate modern traffic volumes and new materials were used wherever possible to enhance the bridge's service life and durability. Concerns for crew safety were met by using an innovative work scaffold under the bridge deck that provided a safe and efficient area for the workers and inspectors, contain falling objects, and protect the county road. Rebuilding was done with modern equipment. All architectural elements were duplicated from the original drawings. The Colorado Department of Transportation met with media and public officials throughout the rehabilitation project to apprise the town of Red Cliff and travelers about progress and matters affecting businesses and the community, such as accessibility, detours, and closings. KW - Historic bridges KW - Historic preservation KW - Public relations KW - Red Cliff (Colorado) KW - Red Cliff Arch Bridge KW - Rehabilitation (Maintenance) KW - Rocky Mountains KW - Safety UR - http://www.fhwa.dot.gov/publications/publicroads/05sep/03.cfm UR - https://trid.trb.org/view/766979 ER - TY - JOUR AN - 01011033 JO - Public Roads PB - Federal Highway Administration AU - Sipes, James L TI - Curb Appeal PY - 2005/09 VL - 69 IS - 2 SP - pp 24-31 AB - The Nevada Department of Transportation (NDOT) has endeavored to keep up with changes by building as much road as possible while doing so cost effectively and safely. It has also made aesthetics a central component of highway design, understanding that the public wants "curb appeal," that is, exterior attractiveness in terms of plantings, color treatments, facades, and other aesthetic elements. Nevada Governor Kenny C. Guinn asked NDOT to develop a master plan that outlines a policy of integrating aesthetics into the design of all major highway projects in the state. NDOT adopted the master plan in 2002, causing the State Transportation Board to adopt it as its policy. Initial planning phases for each corridor plan focused on producing data on history, settlement patterns, anticipated urban changes, travel and tourism, natural resources, wildlife habitats, "viewsheds," and landscape character. Existing NDOT standards and valid engineering practices are also taken into account. Through the master plan, the State of Nevada gains not only a new, comprehensive approach to highway design but also better understanding of how highways should be designed. The master plan assists NDOT in meeting the requirements of the National Policy Act of 1969 and Title 23, Section 109 of the U.S. Code, which mandates that federal agencies consider the effects of any proposed actions may have on the human environment. . The master plan helps to identify important and enhance visual resources while minimizing adverse impacts on those resources. Similar projects in other states that are intended to create more community friendly, aesthetic highways are also described in the article. KW - Aesthetics KW - Highway design KW - Highway projects KW - National Environmental Policy Act of 1969 KW - Nevada Department of Transportation UR - http://www.fhwa.dot.gov/publications/publicroads/05sep/04.cfm UR - https://trid.trb.org/view/766988 ER - TY - JOUR AN - 01011024 JO - Public Roads PB - Federal Highway Administration AU - Ways, Sherry B AU - Burbank, Cynthia J TI - Scenario Planning PY - 2005/09 VL - 69 IS - 2 SP - pp 2-8 AB - Scenario planning is an analytical, decisionmaking tool that helps strategic planners and elected officials envision what lies ahead in terms of growth, economy, transportation, health, the environment, and land use. Scenario planners test various future alternatives that could meet community and State needs. Scenario planning enhances transportation planners' and the community's understanding of various forces of change, including population growth and aging, immigration, and economic factors, and it enables planners to consider alternatives in shaping their future in terms of polices related to land use, the environment, and transportation. Scenario planners consider trends in demographics, safety, congestion, environment, health (physical activity and obesity), quality of life, and land use on the assumption that integrating them in their scenarios leads to improved transportation planning in a region. Planners, working in conjunction with community leaders, businesses, and local officials, should take these six steps: (1) research the driving forces, (2) determine patterns of interaction, (3) generate alternative scenarios and strategies in various future environments, (4) analyze the implications in terms of improving decisionmaking on transportation, land use, public investment, and environmental policies, (5) monitor indicators to compare real growth patterns to the selected scenarios and devise new scenarios, make new decisions, or create policies that address changing situations. The Federal Highway Administration offers technical support, funding planning, and information to State, regional, and local officials who undertake scenario planning. KW - Alternatives analysis KW - Change KW - City planning KW - Decision making KW - Evaluation KW - Forecasting KW - Future KW - Scenario planning KW - Strategic planning KW - Transportation planning KW - Trend (Statistics) KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/05sep/01.cfm UR - https://trid.trb.org/view/766962 ER - TY - JOUR AN - 01011017 JO - Public Roads PB - Federal Highway Administration AU - Rea, Roy V AU - Rea, Roy V TI - Of Moose and Mud PY - 2005/09 VL - 69 IS - 2 SP - pp 32-39 AB - Recent research in British Columbia, Canada, finds that one reason why moose and other ungulates use highways and byways in their seasonal migrations may be to access roadside mineral deposits, or "mineral licks." But when these features exist near roadways, they entice moose to use habitat dangerously close to the motoring public. This article details new methods which try to reduce animal-vehicle collisions by deactivating roadside mineral deposits. Researchers at the University of Northern British Columbia and in California are coordinating research efforts to determine how to reduce moose-car collisions. Their study objectives are to (1) define strategies that will result in increased motorist safety, (2) reduce material damage claims, and (3) conserve the animal resource. It plans to diminish the attractiveness of roadside mineral licks in order to reduce moose activity near roadways. One deactivation technique involves excavating a lick site and backfilling the area with materials unattractive to moose. Reinforcing fabric materials placed over the site is another option that could inhibit access to the mineral soils and water and serve as a base for placing sod and planting unpalatable plant species. Likewise, covering the site with boulders or asphalt debris might deter moose visit. Still another technique is to spread a layer of lime or cement over the lick site and mix into the wet soil to creat a 6- to 24-inch layer that would cure and become a hard surface material, thus reducing the attractivenes of the area to ungulates. Rerouting site hydrology and drying up the lick might reduce it attractiveness since moose are attracted to wet licks. Campaigns to reduce animal-auto collisions should consider all possibilities and should consider what an animal is doing in a corridor. If a moose is there to forage, countermeasures should concentrate on diminishing its foraging base. In areas where there are frequent moose-auto collisions, installing new signage and posting reduced speed limits would alert motorists about potential threats and offer interim solutions until better deactivation techniques can be implemented in those areas. A project team from the University of Northern British Columbia will begin field testing in the summer of 2006, and in 2008 it expects to recommend the most effective techniques to the Canadian Ministry of Transportation. KW - Animal migrations KW - British Columbia KW - Ecology KW - Mineral deposits KW - Moose-vehicle accidents KW - Ungulates KW - University of Northern British Columbia KW - Warning signs UR - http://www.fhwa.dot.gov/publications/publicroads/05sep/05.cfm UR - https://trid.trb.org/view/766990 ER - TY - JOUR AN - 01011014 JO - Public Roads PB - Federal Highway Administration AU - Harper-Brown, Linda TI - In STEP with Irving PY - 2005/09 VL - 69 IS - 2 SP - pp 40-45 AB - This article details the Strategic Transportation Enhancement Program, known as the STEP plan and developed by the Irving, TX Department of Public Works and Transportation. The STEP plan, completed in September 2004, is formally titled the "Mobility Plan for City of Irving Major Transportation Projects." The STEP plan outlines a forward-thinking and collaborative approach to tacking important transportation projects and ensuring the mobility and safety of Irving's citizens. The plan was designed to help the city of Irving prioritize its projects and establish the needed political and logistical framework for moving forward in achieving its transportation goals. In developing the plan, city officials asked how a project fits in with other projects needing funding, whether a project represents a local need or a political issue, and whether matching funds need to be provided for rights-of-ways. Essential to the STEP plan is to proactively look for and addressing potential problems. The STEP plan acts as a blueprint for success, a guide for scheduling projects while recognizing that variability in key assumptions, such as funding availability, the ability of key agencies to promptly secure reviews and approvals, and public assistance of project designs, could affect the timelines and completions for various projects. The STEP plan enables the city of Irving to focus its efforts on those areas of greatest need versus those that just seemed more likely to receive earlier funding, and in this way, assures that Irving will create a safer and more efficient transportation system for its citizens. KW - City government KW - City planning KW - Highway planning KW - Irving (Texas) KW - Irving Department of Public Works and Transportation KW - Mobility Plan for City of Irving Major Transportation Projects KW - Needs assessment KW - Strategic planning KW - Strategic Transportation Enhancement Program KW - Transportation planning KW - Transportation safety UR - http://www.fhwa.dot.gov/publications/publicroads/05sep/06.cfm UR - https://trid.trb.org/view/766993 ER - TY - JOUR AN - 01011005 JO - Public Roads PB - Federal Highway Administration AU - Kerenyi, Kornel AU - Jones, J Sterling AU - Phillips, Richard AU - Oien, Paul TI - A Better Design for Box Culverts? PY - 2005/09 VL - 69 IS - 2 SP - pp. 46-52 AB - This article explores how the Federal Highway Administration (FHWA) and the South Dakota Department of Transportation (SDDOT) collaborated to study the affects of inlet geometry on water flow in cast-in-place and precast structures such as box culverts. The FHWA-SDDOT research project, "Effects of Inlet Geometry on Flow Capacity of Single and Multiple Barrel Box Culverts," examined the coefficients for straight and flared inlets. The researchers conducted nearly 700 tests at the Turner-Fairbank Highway Research Center (TFHRC) Hydraulics Laboratory. Among the results were that there is almost no gain to edge bevel shapes for unsubmerged inlet control flow since the top edge with the primary bevel is not exposed to the flow. The following are among the significant findings: (1) Based on the particle image velocimetry (PIV) flow visualization technique developed at the TFHRC laboratory, the researchers determined that the optimum edge treatment for the crown of a culvert is a rounded radius of 203 millimeters (8 inches). This is the full thickness of the crown for the models tested. (2) There was a distinct difference in performance between square-edged crowns, beveled crowns, and rounded crowns for box culvert models with straight wingwalls under submerged conditions. (3) Multiple barrels had a slight but negligible hydraulic advantage over single-opening culverts for the inlet tests. Researchers noted that highway agencies seldom design for headwater depths greater than 1.5 times the culvert height. (4) Wide span-to-rise models acted similarly to multiple barrels, except where there was a slight hydraulic disadvantage in the coefficients for the wide-span models compared to the 1:1 span-to-rise models for both the inlet control tests and the outlet control tests. (5) No hydraulic advantage or disadvantage to extending the inner walls of multiple-barrel culverts onto the apron were found. (6) Skewed headwalls were found to have a detrimental effect on culvert hydraulics. Data from this study will be incorporated into current hydraulic design software, and as such, box culvert designs should become more efficient and cost-effective soon. KW - Box culverts KW - Cast in place structures KW - Coefficients KW - Collaborative research teams KW - Culvert inlets KW - Flow capacity KW - Flow visualization KW - Geometry KW - Headwalls KW - Hydraulic design KW - Hydraulics KW - Particle image velocimetry KW - Precast concrete KW - Turner-Fairbank Highway Research Center UR - http://www.fhwa.dot.gov/publications/publicroads/05sep/07.cfm UR - https://trid.trb.org/view/766994 ER - TY - JOUR AN - 01010994 JO - Public Roads PB - Federal Highway Administration AU - Forkenbrock, David J AU - March, Jim TI - Issues in the Financing of Truck-Only Lanes PY - 2005/09 VL - 69 IS - 2 SP - pp 9-17 AB - Transportation planners have debated for decades the efficacy of separating traffic into lanes reserved for passenger vehicles and those reserved for trucks. This article discusses the feasibility of considering funding for such special-purpose lanes as truck-only lanes and addresses the questions of "who pays" and "who benefits." Trucking advocates argue that the benefits of constructing truck-only lanes include traffic safety improvements, reduced conflicts, lower maintenance costs on general-traffic lanes, and improved comfort and convenience of those traveling in passenger vehicles. One study found that truck-only lanes would be cost-effective only when traffic volumes are relatively high, with a sizable presence of heavy trucks. Constructing truck-only lanes would be expensive: Such construction alongside an existing rural interstate would cost around $2.5 million per lane-mile, plus additional land acquisition costs. Costs in densely developed urban areas would be higher. It has been proposed that financing would be done through tolls, but several issues have been raised about the appropriate level of tolls, which users should pay tolls, and the extent to which tolls will cover the full costs of the facilities. Two scenarios are explored regarding whether tolls should be paid only by large trucks or whether tolls should be paid by all vehicles. It has been proposed that costs should be paid by various vehicle classes. Four benefits to trucking firms may be (1) trucking firms may be less exposed to the risk of car-truck crashes, (2) trucks could operate more efficiently with lower traffic volumes in the lanes, (3) the added capacity could alleviate congestion, reducing travel time and the uncertainties of arrival times, and (4) arguments for increased use of longer combination vehicles (LCVs) would be strengthened because LCVs would not be operating in the same lanes as do passenger vehicles. Benefits to passenger vehicles are threefold: (1) improved safety, especially reducing collisions between large trucks and passenger cars, (2) the quality of the traveling experience would improve, e.g., small passenger vehicles would not be boxed in between trucks, and (3) truck-only lanes would improve speeds and traffic flow. The authors suggest a feasibility analysis that could be conducted that would suggest that truck operators would receive the majority of benefits from truck-only lanes, and thus, they should pay the majority of the costs. KW - Benefit cost analysis KW - Crash avoidance systems KW - Crashes KW - Financing KW - Highway planning KW - Highway safety KW - Tolls KW - Transportation planning KW - Travel time KW - Truck lanes KW - Trucking KW - Trucking safety UR - http://www.fhwa.dot.gov/publications/publicroads/05sep/02.cfm UR - https://trid.trb.org/view/766961 ER - TY - RPRT AN - 01010924 AU - Smith, K L AU - Titus-Glover, L AU - Darter, M I AU - Von Quintus, H L AU - Stubstad, R N AU - Hallin, John P AU - Applied Research Associates, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Cost Benefits of Continuous Pavement Preservation Design Strategies Versus Reconstruction PY - 2005/09//Final Report SP - 304p AB - The Arizona Department of Transportation (ADOT) has traditionally employed continuous pavement preservation (consisting of a myriad of treatment options that cost-effectively address existing pavement problems) as part of an overall design strategy to maintain the highest levels of service for highway users. However, with concern about the effects of continual weakening of substructure material layers on preservation treatment performance and cost, ADOT sponsored a study to determine the cost-effectiveness of the continuous preservation approach as compared to a reconstruction strategy. Another goal of the study was to determine the break-even point for the continuous preservation and reconstruction strategies (i.e., after how many rehabilitation treatments does reconstruction becomes equally cost-effective as continuous preservation). Using inputs such as pavement performance/life estimated primarily through pavement survival analysis, best estimate unit costs derived from historical data, work zone-related user costs, and a specified analysis period and discount rate, the total life-cycle costs for each of four alternative strategies (one continuous preservation strategy, three reconstruction strategies) for each 15 commonly occurring pavement scenarios in Arizona were determined and compared. The results of the analysis showed a consistent reduction in total life-cycle costs with a corresponding increase (from 0 to 2) in the number of rehabilitations between original construction and the first reconstruction event. Results also showed that for 9 of the 15 scenarios, total life-cycle costs associated with the third reconstruction alternative (i.e., two rehabilitations occurring prior to the first reconstruction event) were within 3 percent (sometimes higher, sometimes lower) of the total life-cycle costs of the continuous preservation strategy. Hence, the break-even point between the two strategies typically occurs after two to three cycles of rehabilitation. KW - Arizona KW - Arizona Department of Transportation KW - Benefit cost analysis KW - Cost effectiveness KW - Life cycle costing KW - Pavement maintenance KW - Pavement performance KW - Pavement preservation KW - Reconstruction KW - Rehabilitation (Maintenance) KW - Service life KW - Strategic planning UR - http://ntl.bts.gov/lib/25000/25000/25015/AZ491.pdf UR - https://trid.trb.org/view/767206 ER - TY - RPRT AN - 01006340 AU - Perera, R W AU - Kohn, S D AU - Soil and Material Engineers, Incorporated AU - Federal Highway Administration AU - Federal Highway Administration TI - Quantification of Smoothness Index Differences Related to Long-Term Pavement Performance Equipment Type PY - 2005/09//Final Report SP - 157p AB - The Long-Term Pavement Performance (LTPP) program was designed as a 20-year study of pavement performance. A major data collection effort at LTPP test sections is the collection of longitudinal profile data using inertial profilers. Three types of inertial profilers have been used since the inception of the LTPP program: (1) K.J. Law Engineers DNC 690 incandescent profilers, (2) K.J. Law Engineers T-6600 infrared-system profilers, and (3) International Cybernetics Corporation (ICC) laser profilers. The following analyses were performed for this research project: (1) investigate data collection characteristics and compare profile data collected by the different inertial profilers, (2) compare International Roughness Index (IRI) values obtained by the different inertial profilers, (3) investigate factors that contribute to differences in IRI for data obtained from profilers and Dipstick (registered), and (4) identify problems with equipment functionality and current data collection and processing procedures. The analyses indicated good agreement of IRI values among the different inertial profilers that have been used in the LTPP program. KW - Data collection KW - Dipstick KW - Equipment KW - Equipment tests KW - Inertial profilers KW - Information processing KW - International Roughness Index KW - Long-Term Pavement Performance Program KW - Longitudinal profile KW - Pavement performance KW - Pavement profile KW - Pavement profilers KW - Performance measurement KW - Smoothness UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/05054/ UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/05054/05054.pdf UR - https://trid.trb.org/view/762236 ER - TY - RPRT AN - 01006333 AU - Ferragut, Theodore R AU - Rasmussen, Robert Otto AU - Darter, Michael AU - Harrington, Dale AU - Anderson-Wilk, Mark AU - Iowa State University, Ames AU - Federal Highway Administration TI - Long-Term Plan for Concrete Pavement Research and Technology--The Concrete Pavement Road Map: Volume II, Tracks PY - 2005/09//Final Report SP - 435p AB - The Long-Term Plan for Concrete Pavement Research and Technology (CP Road Map) is a holistic, strategic plan for concrete pavement research and technology transfer. The CP Road Map is a 7- to 10-year plan that includes 12 distinct but integrated research tracks leading to specific products and processes. The resulting improvements will help the concrete pavement industry meet the challenges of, and achieve the industry's full potential in, the 21st century. The plan was developed in close partnership with stakeholders representing all aspects of the concrete pavement community, public and private, and the research will be conducted through partnerships of stakeholders. The CP Road Map is presented in two volumes. Volume I (FHWA-HRT-05-052) describes why the research plan is needed, how it was developed, and, generally, what the plan includes. Volume I also describes the research management plan that will guide the conduct and implementation of research. Volume II (this volume) describes in detail the 12 tracks of research. Each track description includes a general overview, a track goal, track action items, a list of subtracks, and detailed problem statements within each subtrack. KW - Concrete Pavement Road Map KW - Concrete pavements KW - Development KW - Governments KW - Implementation KW - Long range planning KW - Partnerships KW - Pavement performance KW - Paving KW - Private enterprise KW - Research KW - Stakeholders KW - Strategic planning KW - Technology UR - http://www.fhwa.dot.gov/pavement/pccp/pubs/05053/05053.pdf UR - http://www.fhwa.dot.gov/pavement/pub_details.cfm?id=360 UR - https://trid.trb.org/view/762232 ER - TY - RPRT AN - 01006346 AU - Ferragut, Theodore R AU - Harrington, Dale AU - Brink, Marcia AU - Iowa State University, Ames AU - Federal Highway Administration TI - Long-Term Plan for Concrete Pavement Research and Technology--The Concrete Pavement Road Map: Volume I, Background and Summary PY - 2005/09 SP - 119p AB - The Long-Term Plan for Concrete Pavement Research and Technology (CP Road Map) is a holistic, strategic plan for concrete pavement research and technology transfer. The CP Road Map is a 7- to 10-year plan that includes 12 distinct but integrated research tracks leading to specific products and processes. The resulting improvements will help the concrete pavement industry meet the challenges of, and achieve the industry's full potential in, the 21st century. The plan was developed in close partnership with stakeholders representing all aspects of the concrete pavement community, public and private, and the research will be conducted through partnerships of stakeholders. The CP Road Map is presented in two volumes. Volume I (this volume) describes why the research plan is needed, how it was developed, and, generally, what the plan includes. Volume I also describes the research management plan that will guide the conduct and implementation of research. Volume II (FHWA-HRT-05-053) describes in detail the 12 tracks of research. Each track description includes a general overview, a track goal, track action items, a list of subtracks, and detailed problem statements within each subtrack. KW - Concrete Pavement Road Map KW - Concrete pavements KW - Development KW - Governments KW - Implementation KW - Long range planning KW - Partnerships KW - Pavement performance KW - Paving KW - Private enterprise KW - Research KW - Stakeholders KW - Strategic planning KW - Technology UR - http://www.cptechcenter.org/publications/task15/task15.cfm UR - http://www.fhwa.dot.gov/pavement/pccp/pubs/05052/05052.pdf UR - http://www.fhwa.dot.gov/pavement/pub_details.cfm?id=359 UR - https://trid.trb.org/view/762231 ER - TY - RPRT AN - 01003876 AU - Department of Energy AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Household Vehicles Energy Use: Latest Data and Trends PY - 2005/09 SP - 17p AB - This report provides details on the nation’s energy use for household passenger travel. A primary purpose of this report is to release the latest consumer-based data on household vehicles and expenditures, derived from the U.S. Departments of Transportation’s 2001 National Household Travel Survey (NHTS) and independent estimates of vehicle miles per gallon and fuel prices at that time. This report also draws on data programs made available to the Energy Information Administration (EIA) from other Federal agencies, EIA’s past Residential Transportation Energy Consumption Surveys (RTECS) and other EIA data sources and projections to assess household transport energy use from 1983 to the present time and into the near future. The data and analysis in this report center on several important intensities of use of household energy use for travel: number and type of vehicles per household; annual miles per household and per vehicle; gallons of fuel consumed and type of fuel used; prices paid for fuel and total expenditures; and fuel economy. Only light-duty vehicles and recreational vehicles are included in this report. EIA has excluded motorcycles, mopeds, large trucks, and buses in an effort to maintain consistency with its past residential transportation series, which was discontinued after 1994. KW - Energy consumption KW - Expenditures KW - Fuel conservation KW - Fuel consumption KW - Fuel type KW - Future KW - Households KW - Light vehicles KW - Motor fuels KW - National Household Travel Survey KW - Passenger vehicles KW - Prices KW - Recreational vehicles KW - Travel KW - Trend (Statistics) KW - Utilization KW - Vehicle miles of travel KW - Vehicle type KW - Vehicles UR - http://www.eia.doe.gov/emeu/rtecs/nhts_survey/2001/tablefiles/es0464(2005).pdf UR - https://trid.trb.org/view/760198 ER - TY - ABST AN - 01458502 TI - Develop and Conduct Pilot Study on Daytime Color Appearance of Retroreflective Sheetingt AB - No summary provided. KW - Daytime crashes KW - Daytime running lamps KW - Development KW - Pilot studies KW - Reflective signs KW - Reflectorized materials KW - Research projects UR - https://trid.trb.org/view/1226713 ER - TY - RPRT AN - 01118651 AU - Tayebali, Akhtarhusein A AU - Shidhore, Aniruddha V AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Use of Lime as Antistrip Additive for Mitigating Moisture Susceptibility of Asphalt Mixes Containing Baghouse Fines PY - 2005/08/31/Final Report SP - 91p AB - This study investigated the effectiveness of hydrated lime as an antistrip additive for mixes containing excess baghouse fines. Wet process of lime addition was used without marination. One percent lime was added to asphalt mixes containing 5.5% Boone and Enka baghouse fines. Moisture susceptibility of mixes was determined by performing TSR tests on mixes with different proportions of baghouse fines, and with or without lime. TSR test results show that moisture susceptibility was dependant on both the concentration of baghouse fines and whether lime was used as an antistrip additive. One percent lime was found to be sufficient to reduce moisture damage to the point that mixes would be acceptable under the current NCDOT criterion of 85% retained strength. In addition, results of this study indicated that presence of hydrated lime in mixes increased the indirect tensile strength values as measured during TSR test for both unconditioned and moisture conditioned specimens. The mix performance was evaluated using the simple shear test device to determine the shear stiffness, rutting, and fatigue characteristics. In general, the results indicated that addition of lime enhanced the mix performance and reduced moisture susceptibility. The asphalt mix shear stiffness values (|G*|) were higher, rut depths were lower, and fatigue resistance was higher. KW - Antistrip additives KW - Asphalt mixtures KW - Baghouse fines KW - Calcium hydroxide KW - Fatigue (Mechanics) KW - Fines (Materials) KW - Moisture damage KW - Performance KW - Rutting KW - Shear tests KW - Stiffness UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-15FinalReport.pdf UR - https://trid.trb.org/view/877793 ER - TY - RPRT AN - 01036480 AU - AECOM Consult, Incorporated AU - Federal Highway Administration TI - Synthesis of Public-Private Partnership Projects for Roads, Bridges & Tunnels from Around the World - 1985-2004 PY - 2005/08/30 SP - 40p AB - This report presents a synthesis of a comprehensive database of highway infrastructure projects from around the world financed or delivered through some form of public-private partnership (PPP). This synthesis provides insights into the nature and extent of highway infrastructure projects that have been and are being advanced through various types of PPP contractual arrangements. The report also reveals the predominant types and sizes of PPP contracts used in various regions and countries around the world for developing different types of highway infrastructure, including roads, bridges, and tunnels. The results of this synthesis are intended to inform those involved in the development, funding, or delivery of highway infrastructure regarding the worldwide use of PPPs to deliver highway and other forms of public use infrastructure. KW - Bridges KW - Construction projects KW - Contracts KW - Financing KW - Highway projects KW - Highways KW - Infrastructure KW - Public private partnerships KW - Syntheses KW - Tunnels UR - http://ntl.bts.gov/lib/25000/25000/25028/fhwappp.pdf UR - https://trid.trb.org/view/793261 ER - TY - ABST AN - 01464869 TI - Calibration of Rutting Models for HMA Structural and Mix Design AB - The accuracy of distress prediction models depends on effective calibration and validation with robust data sets. Pavement engineers need to see an acceptable correlation between the levels of permanent deformation observed in the field and the levels predicted with the hot mix asphalt (HMA) distress models used in structural and mix design. The objective of this study is to recommend revisions to the HMA rutting prediction model in the mechanistic-empirical pavement design guide and software developed in NCHRP Project 1-37A for consideration by the NCHRP Project 1-40 panel and the American Association of State Highway & Transportation Officials (AASHTO) Joint Task Force on Pavements. The recommended revisions will be based on the calibration and validation of distress models with measured materials properties and performance data from existing field and other full-scale pavement sections that incorporate modified as well as unmodified asphalt binders. KW - Asphalt mixtures KW - Asphalt pavements KW - Calibration KW - Hot mix asphalt KW - Mix design KW - National Cooperative Highway Research Program KW - Pavement design KW - Pavement distress KW - Rutting UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=965 UR - https://trid.trb.org/view/1233102 ER - TY - ABST AN - 01458573 TI - Conducting a Noise Survey of the Highway Driving Simulator (HDS) AB - No summary provided. KW - Driving simulators KW - Highways KW - Noise control KW - Noise sources KW - Research projects KW - Surveys UR - https://trid.trb.org/view/1226784 ER - TY - ABST AN - 01557253 TI - Developing a National Database System for Maintenance Actions on Highway Bridges AB - A variety of maintenance actions are performed by highway agencies to preserve highway bridges. Although similar maintenance actions are applied, applications methods, rates, bases of measurement, costs, performance, and other related factors differ among these agencies. There is no widely accepted system for uniformly recording data pertaining to maintenance actions. Research is needed to review relevant information; recommend uniform definitions of the data associated with maintenance actions, and develop a database system for collection, storage, and retrieval of related data. These definitions and the database system will ensure proper interpretation of the data, facilitate their use by highway agencies in evaluating cost and performance of alternative maintenance applications, and provide a basis for cost-benefit analysis and evaluation of cost and deterioration models. These products will provide for maximum sharing and use of bridge-maintenance data and will help highway agencies make appropriate adjustments to improve performance or reduce cost of maintenance actions, thereby effectively managing bridge-maintenance resources and achieving the best possible value for the public dollar. The objective of this research was to develop a national database system of bridge-maintenance actions, materials, and methods, and their effectiveness to provide a means for establishing a record of actions that includes uniform descriptions of maintenance activities, bases of measurement, costs, impacts, performance, and other relevant data for use in cost-benefit analysis, selection of maintenance actions, or other related decisions. It was envisioned that the database system will be made adaptable for web-based application in a future project. KW - American Association of State Highway and Transportation Officials KW - Benefit cost analysis KW - Bridge management systems KW - Databases KW - Deterioration KW - Highway bridges KW - Maintenance KW - National Cooperative Highway Research Program KW - Performance UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=384 UR - https://trid.trb.org/view/1346913 ER - TY - ABST AN - 01557252 TI - Research for the AASHTO Standing Committee on Planning. Task 61. Monetary Valuation per Dollar of Investment in Different Performance Measures AB - This 2007 study reviews existing forms of performance measurement techniques and the types of conversion factors and models being used. It then provides case studies showing how some organizations are increasing the degree to which they are converting performance metrics into dollar terms. Finally, it develops guidance for transportation agencies on useful approaches to improve performance measurement. KW - Investments KW - National Cooperative Highway Research Program KW - Performance evaluations KW - Planning KW - Research projects KW - Transportation departments KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1275 UR - https://trid.trb.org/view/1346912 ER - TY - ABST AN - 01557250 TI - Research for the AASHTO Standing Committee on Planning. Task 59. Transportation and Health AB - This research report investigates how states and metropolitan planning organizations (MPO) are addressing health issues - and in particular, physical activity - through their transportation planning process, and to document emerging practices and working relationships in this area. An Internet-based survey was conducted of state departments of transportation (DOT), MPOs, and public health agencies to identify activities that they are undertaking to address physical activity and health through transportation planning. National experts on this topic also were contacted to identify noteworthy activities at the state and regional level. The report concludes with lessons learned from the case studies as well as recommendations for state DOTs and MPOs interested in addressing health issues in their transportation plans. KW - Best practices KW - Health KW - Metropolitan planning organizations KW - National Cooperative Highway Research Program KW - Research projects KW - State departments of transportation KW - States KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1273 UR - https://trid.trb.org/view/1346910 ER - TY - ABST AN - 01549630 TI - Research for the AASHTO Standing Committee on Planning. Task 59. Transportation and Health AB - This research report investigates how states and metropolitan planning organizations (MPO) are addressing health issues -- and in particular, physical activity -- through their transportation planning process, and to document emerging practices and working relationships in this area. An Internet-based survey was conducted of state departments of transportation (DOT), MPOs, and public health agencies to identify activities that they are undertaking to address physical activity and health through transportation planning. National experts on this topic also were contacted to identify noteworthy activities at the state and regional level. The report concludes with lessons learned from the case studies as well as recommendations for state DOTs and MPOs interested in addressing health issues in their transportation plans. KW - Case studies KW - Infrastructure KW - Metropolitan planning organizations KW - State departments of transportation KW - Structural health monitoring KW - Surveys KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1273 UR - https://trid.trb.org/view/1339859 ER - TY - ABST AN - 01458574 TI - Strain Gages AB - No summary provided. KW - Pavement design KW - Performance evaluations KW - Research projects KW - Strain gages KW - Structural design UR - https://trid.trb.org/view/1226785 ER - TY - ABST AN - 01557249 TI - Research for the AASHTO Standing Committee on Planning. Task 58. Best Practices for State and MPO NHS and STP Programming AB - The objectives of this task are to : (1) conduct a survey of the states and selected MPO areas to look for commonalties and unique approaches to project identification, prioritization, and selection; (2) identify those areas which have had the greatest success matching their transportation needs and objectives to the general STP and NHS projects funded in their state and/or local TIPS; (3) analyze their approaches to these issues, and determine which approaches have the greatest potential to be successful if applied in other areas. If necessary, to develop new approaches or variations on the lessons learned; and (4) document these best practices; identify specific elements that encourage and/or support the use of these preferred methods, and barriers that may exist to their implementation by other local or state organizations. KW - Best practices KW - National Cooperative Highway Research Program KW - Programming (Planning) KW - Research projects KW - State departments of transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1272 UR - https://trid.trb.org/view/1346909 ER - TY - ABST AN - 01557248 TI - Research for the AASHTO Standing Committee on Planning. Task 57. Institutional Needs in Safety Planning AB - The objective of this project is to provide information, assistance, and guidance on how to institutionalize a process for integrating the necessary transportation and safety stakeholders into a comprehensive safety planning process and suggest methods for improving the state of the art. KW - National Cooperative Highway Research Program KW - Planning methods KW - Research projects KW - Safety KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1271 UR - https://trid.trb.org/view/1346908 ER - TY - ABST AN - 01463083 TI - Truck Noise-Source Mapping AB - Heavy trucks are significant contributors to overall traffic noise levels, and transportation agencies must better understand the location and relative levels of the principal noise sources (e.g., exhaust, mechanical, tire/pavement, and aerodynamic) on heavy vehicles in order to more successfully mitigate traffic noise impacts. Typical measures used to mitigate highway traffic noise include noise barriers, land use planning, and insulation of structures. Some transportation agencies are investigating additional measures, such as quiet pavements. Newer acoustical measurement and mapping techniques such as beamforming show promise for isolating the location and extent of the primary noise sources emanating from heavy trucks. Some studies suggest that near-field acoustical holography is a good complement to beamforming for measurement and mapping of low-frequency sounds. Data obtained in this project could directly support a number of ongoing quiet pavement research studies, including the FHWA Quiet Pavement Pilot Project. The data will also yield information that could greatly enhance computer analysis of traffic noise impacts that are a part of environmental impact reports. Information from this project will guide decisions made at both a management level and a project design level. The objective of this study is to use acoustic measurement and noise-source mapping techniques to accurately identify, locate, and quantify the noise sources on typical commercial truck and tractor-semitrailer combinations operating in the U.S. roadway environment. KW - Commercial vehicles KW - Highway traffic KW - Land use planning KW - Mapping KW - Noise barriers KW - Noise sources KW - Research projects KW - Tractor trailer combinations KW - Traffic noise KW - Trucks UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=932 UR - https://trid.trb.org/view/1231308 ER - TY - ABST AN - 01460607 TI - Research for AASHTO Standing Committee on Highways. Task 210. Guidelines for the Selection of Cable Barrier Systems AB - This study will produce a definitive set of recommendations for the selection of cable barrier systems (both generic designs and high-tension proprietary designs). The recommendations will be based on available data from evaluations by state DOTs and other credible sources. AASHTO's Technology Implementation Group (TIG) will also be working on cable median barriers. Information should be shared in both directions. The contract was executed on August 25, 2005 and work is underway. KW - Cable stayed bridges KW - Cable systems KW - Design KW - Median barriers KW - National Cooperative Highway Research Program KW - Research projects KW - State departments of transportation KW - Tension UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1226 UR - https://trid.trb.org/view/1228824 ER - TY - ABST AN - 01463058 TI - Research for the AASHTO Standing Committee on the Environment. Task 22. Land Use Forecasting for Indirect Impacts Analysis AB - The objective of this study is to review, evaluate, and summarize available approaches for transportation project build and no-build land use forecasts; to identify best practices; and to develop suggested methodologies based on best practices. Methodologies should cover comparisons of population size and composition; land use distribution; and location and timing of growth. KW - Analysis KW - Best practices KW - Forecasting KW - Impacts KW - Land use KW - Land use planning KW - Methodology KW - National Cooperative Highway Research Program KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1294 UR - https://trid.trb.org/view/1231283 ER - TY - ABST AN - 01458503 TI - The AAA Foundation for Traffic Safety (AAAFTS) AB - No Summary Provided. KW - Foundations KW - Research projects KW - Traffic safety KW - Traffic safety education UR - https://trid.trb.org/view/1226714 ER - TY - RPRT AN - 01030757 AU - Wenzlick, John D AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Deck Replacement with Precast Reinforced Concrete Segments PY - 2005/08/19/Final Report SP - 20p AB - The deck to be replaced in this project was on the Nemo Bridge, built in 1960 by the U.S. Army Corps of Engineers over Pomme De Terre Lake. This 1698-ft-long steel bridge had wide flange girders with a 7-in.-thick composite reinforced concrete deck only 22 ft wide. HNTB Company, the design consultants, had originally designed the deck to be built by conventional methods one lane-width at a time, which would have taken 2 years and required one-way traffic on the bridge during the whole construction. The narrow lane would not allow emergency vehicles or school buses to cross. Closing the bridge would have caused a 30-mi detour. Bridge Maintenance Engineer David O'Connor suggested using full thickness prefabricated deck panels to speed up the construction of the Nemo Bridge. The Missouri Department of Transportation (MoDOT) received favorable response to this idea internally and also at an on-site public hearing. The local residents and business owners were very supportive and excited about the idea of less traffic disruption, especially on busy summer weekends when tourists, campers and fishermen are visiting. HNTB then started redesigning the bridge plans. It was decided to replace the deck by only closing the bridge on Sunday through Thursday nights from 7PM to 7AM between the Memorial Day weekend and the Labor Day weekend. A precast deck system, using 10-ft-long precast sections with the barrier attached, allowed overnight replacement of a least 30 ft of bridge deck per night. To offset some of the costs of the prefabricated deck panels, $160,000 of federal Innovative Bridge Research and Construction (IBRC) funds were used. The contract went smoother than expected because of the excellent work of the design group and innovative practices of the contractor. The contractor, CC&G, had to cast 162 precast sections and had only one 10-ft panel rejected. Because of forming on a long casting bed by continuous spans, the longitudinal alignment of the in-place sections was almost perfect. CC&G set as many as eight sections, 80 ft of new deck, in one night. They had no problem in setting the whole deck before Labor Day 2004, saving an entire year of construction and inconvenience to the public. KW - Bridge decks KW - Financing KW - Innovation KW - Innovative Bridge Research and Construction Program KW - Nighttime construction KW - Precast concrete KW - Prefabricated structures KW - Rehabilitation (Maintenance) KW - Time savings UR - http://library.modot.mo.gov/RDT/reports/Ri04027/or06003.pdf UR - http://ntl.bts.gov/lib/56000/56000/56052/MO_OR06-003.PDF UR - https://trid.trb.org/view/787649 ER - TY - RPRT AN - 01011108 AU - Reister, Mitch AU - Yonge, David AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Application of a Simplified Analysis Method for Natural Dispersion of Highway Stormwater Runoff PY - 2005/08/19/Final Report SP - 361p AB - This paper focuses on evaluating natural dispersion runoff infiltration performance by utilizing simulated rainfall/runoff data collected using a field-scale rainfall simulator coupled with a numerical model to study the effects of slope length, angle, and impervious contributory area on natural dispersion applications. A simplified equation was established, termed the low impact development (LID) Design Equation, to analyze natural dispersion performance based on multiple variables that can be determined for site specific conditions, allowing highway engineers to tailor natural dispersion requirements to various locations throughout Washington. Furthermore, the research and resulting evaluation procedure indicate that current evaluation procedures for the use of natural dispersion as a viable stormwater quantity control strategy are not physically accurate. KW - Equations KW - Impervious soils KW - Infiltration KW - Length KW - Natural dispersion KW - Rainfall KW - Runoff KW - Slope angle KW - Slopes UR - http://www.wsdot.wa.gov/research/reports/fullreports/618.1.pdf UR - https://trid.trb.org/view/767346 ER - TY - RPRT AN - 01014834 AU - Simmons, R M AU - Lasa, Ivan R AU - Powers, Rodney G AU - Sagues, Alberto A AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - Evaluation of Remotely Monitored Battery Powered Systems for Cathodic Protection of Reinforced Concrete PY - 2005/08/16/Final Report SP - 49p AB - This report discusses the performance of a remotely monitored battery power supply system designed to provide cathodic protection to reinforced concrete structures. The modular cathodic protection power supply consists of a conveniently sized battery pack provided with an output control device and electronics that transmits the system condition to a Base Unit. The system uses radio signals to communicate the status to the Base Unit which is connected to a remotely monitored data logger. The system was tested under controlled laboratory conditions and at an actual cathodic protection field site. The field site was a bridge owned and operated by the Florida Department of Transportation in Jacksonville, Florida. Reliability of the radio transmissions between Modular Cathodic Protection System (MCPS) components was evaluated in the laboratory as well as in the field. Communication between the MCPS and a third party data logger was also evaluated. The accuracy of the configured output voltage was checked to ensure proper cathodic protection voltage could be provided to a reinforced concrete structure. The findings indicate that the MCPS has the ability to provide adequate cathodic protection to concrete structure components and can provide information on the status of the cathodic protection system wirelessly. Equipment modifications recommended to enhance the dependability of the system include the use of two-way communication. Improvement of the circuitry efficiency is needed to minimize current drain on the batteries and achieve practical operating periods. KW - Cathodic protection KW - Concrete structures KW - Data logging KW - Electric batteries KW - Electric power supply KW - Field tests KW - Jacksonville (Florida) KW - Laboratory tests KW - Monitoring KW - Radio signals KW - Reinforced concrete KW - Reinforced concrete bridges KW - Remote sensing KW - Voltage KW - Wireless communication systems UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC353_45_rpt.pdf UR - https://trid.trb.org/view/768030 ER - TY - ABST AN - 01460577 TI - LTPP - Datapave Online Evaluation AB - The objective of this project is to make the LTPP data more accessible to the worldwide transportation community, by developing an online web site. The LTPP DataPave Online has been developed to provide middle and upper-level transportation managers and other users with quick, easy-to-use presentations to illustrate the value and potential of LTPP data. In addition it provides a user-friendly format for exploring, extracting, and organizing the extensive LTPP data for data analysis. KW - Data banks KW - Internet KW - Management KW - Pavements KW - Research projects KW - Websites (Information retrieval) UR - http://www.ltpp-products.com/ UR - https://trid.trb.org/view/1228794 ER - TY - ABST AN - 01557247 TI - Research for the AASHTO Standing Committee on Planning. Task 56. Highway Construction Project Coordination to Minimize Traffic Impact AB - This document outlines several examples of various approaches to overcome traditional institutional barriers to coordination of highway construction projects for the benefit of traffic mobility along a corridor or network. Additionally, the report provides recommendations for a process that can benefit agencies responsible for implementing construction and maintenance programs while maintaining reasonable levels of traffic flow. KW - Construction KW - Highway maintenance KW - National Cooperative Highway Research Program KW - Project management KW - Research projects KW - Traffic delays KW - Work zone traffic control UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1270 UR - https://trid.trb.org/view/1346907 ER - TY - ABST AN - 01548220 TI - Research for the AASHTO Standing Committee on Planning. Task 56. Highway Construction Project Coordination to Minimize Traffic Impacts AB - This document outlines several examples of various approaches to overcome traditional institutional barriers to coordination of highway construction projects for the benefit of traffic mobility along a corridor or network. Additionally, the report provides recommendations for a process that can benefit agencies responsible for implementing construction and maintenance programs while maintaining reasonable levels of traffic flow. KW - Coordination KW - Highway maintenance KW - Mobility KW - Project management KW - Road construction KW - Traffic flow UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1270 UR - https://trid.trb.org/view/1335893 ER - TY - ABST AN - 01546054 TI - Low-Cost Improvements for Recurring Freeway Bottlenecks AB - The objective of this project was to develop a technical guide for identifying existing and future recurring freeway bottlenecks and determining appropriate low-cost geometric and operational improvements to mitigate them. KW - Bottlenecks KW - Freeway management systems KW - Incident management KW - Merging traffic KW - Queuing KW - Traffic congestion KW - Traffic flow UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=839 UR - https://trid.trb.org/view/1333006 ER - TY - RPRT AN - 01011105 AU - Corbeil, Allan AU - Pieramico, Alan AU - Shipley, Chuck AU - Technology Service Corporation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Radar for Traffic Monitoring PY - 2005/08/09/Final Research Report SP - 33p AB - Technology Service Corporation (TSC) investigated the technical feasibility of building a traffic monitoring sensor that is based on a police speed radar. This sensor would provide estimated vehicle counts and speeds along an extended stretch of remote roadway. TSC evaluated the visibility from two Washington State Department of Transportation (WSDOT) towers that were suggested as demonstration test sites. A radar system configuration was designed for future implementation and required components and costs were identified. KW - Costs KW - Monitoring KW - Radar KW - Remote sensing KW - Traffic counting KW - Traffic speed KW - Traffic surveillance UR - https://trid.trb.org/view/767446 ER - TY - RPRT AN - 01042195 AU - Kim, Y Richard AU - Lee, Sugjoon AU - Seo, Youngguk AU - El-Haggan, Omar AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Impact of Price Reductions on the Long-Tern Pavement Performance of HMA Mixes in North Carolina PY - 2005/08/08/Final Report SP - 96p AB - Article 105-3 of the North Carolina Department of Transportation (NCDOT) Standard Specifications for Road and Structures provides guidance on price adjustments for hot mix asphalt (HMA) pavements that are not within reasonably close conformity with the specifications but for which the work is to be accepted and remains in place. Although the impact of this Article is enormous, no research has been done in North Carolina to support whether the current practice is adequate. The primary objective of the research reported herein was to determine whether price reduction calculations under the provisions of Article 105-3 are adequate. The type of pavement deficiency addressed in this research is in situ density. Both fatigue and rutting performance are evaluated. The following laboratory tests were performed on two North Carolina Superpave mixtures with varying air void contents: (1) axial compression dynamic modulus tests for modulus determination; (2) indirect tension (IDT) tests for fatigue performance evaluation; (3) triaxial repeated load permanent deformation (TRLPD) tests for rutting evaluation; and (4) accelerated pavement tests on laboratory pavement slabs for fatigue and rutting evaluation using the third-scale Model Mobile Loading Simulator (MMLS3). Air void models for the dynamic modulus, fatigue cracking, and rutting are developed using the laboratory test data. The results from the material level performance tests and the MMLS3 tests allowed the calculation of the price reduction factor (PRF) values. It was found that the PRF values are not sensitive to the testing methodology used (i.e., the MMLS3 vs. IDT or TRLPD tests); rather they are significantly different, depending upon which performance characteristic is used (i.e., fatigue cracking vs. rutting). Pavement performance prediction methodologies were developed that predict the fatigue life and permanent deformation growth of the asphalt pavement under the MMLS3 loading. These methodologies are based on material level performance models, multilayered elastic analysis, and the time-temperature superposition principle to account for the differences between the material level testing conditions and the MMLS3 testing conditions. The fatigue life prediction algorithm adopts a cumulative damage analysis; the permanent deformation prediction algorithm uses a sublayering method. It was found that the prediction methodologies yield reasonable predictions of fatigue life and permanent deformation growth of asphalt slabs under the MMLS3 loading. These pavement performance prediction methodologies were implemented into the computer program called AP4 (Asphalt Pavement Performance Prediction Program). This program allows the determination of the service life for fatigue cracking and rutting based on the inputs of air void contents in all the HMA layers. Case studies of five density deficient pavements were conducted, which resulted in reasonable price reductions. KW - Air voids KW - Algorithms KW - Asphalt pavements KW - Case studies KW - Computer programs KW - Fatigue (Mechanics) KW - Fatigue life KW - Hot mix asphalt KW - In place density KW - Laboratory tests KW - Mathematical prediction KW - Model mobile load simulators KW - North Carolina KW - Pavement cracking KW - Pavement performance KW - Performance based specifications KW - Price adjustment KW - Rutting KW - Service life KW - Superpave UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2002-07FinalReport.pdf UR - https://trid.trb.org/view/803337 ER - TY - RPRT AN - 01019644 AU - Yonge, David AU - Shanmugan, Harini AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Assessment and Mitigation of Potential Environmental Impacts of Portland Cement Concrete Highway Grindings PY - 2005/08/08/Draft Final Research Report SP - 42p AB - The primary objectives of this study were to quantify the affect of Portland Cement Concrete (PCC) slurry on roadside soil pH and to evaluate the effectiveness of using compost to at least partially neutralize slurry pH. Soil pH as a function of depth was determined along known areas of slurry disposal (I-90 and SR-195). Soil metal concentrations (cadmium, copper, lead and zinc) and soil calcium concentrations were also determined. Slurry pH neutralization tests were performed by blending compost (from two different sources) with PCC grinding slurry at three slurry:compost ratios and monitoring pH as a function of time. Roadside soil pH was shown to be significantly elevated in some areas along SR-195 and slightly elevated in some of the I-90 sampling locations. Compost was shown to reduce slurry pH from about 12 to as low as 8.6 for a slurry:compost ratio of 5:1 (w/w). No significant difference between background soil metal concentrations and those in impacted areas was observed. KW - Cadmium KW - Calcium KW - Compost KW - Concentration (Chemistry) KW - Concrete pavements KW - Copper KW - Depth KW - Environmental impacts KW - Grinding KW - Highway maintenance KW - Lead (Metal) KW - Metals KW - Neutralization KW - Pavement maintenance KW - pH value KW - Portland cement concrete KW - Resurfacing KW - Roadside KW - Slurry KW - Slurry disposal KW - Soils KW - Surface course (Pavements) KW - Zinc UR - http://www.wsdot.wa.gov/research/reports/fullreports/628.1.pdf UR - https://trid.trb.org/view/772422 ER - TY - ABST AN - 01557251 TI - Research for the AASHTO Standing Committee on Planning. Task 60. State DOT Consideration of Infrastructure Development Potential Planning AB - This 2007 guide seeks to assist state Departments of Transportation (DOTs) in understanding the relevance of economic development in relation to their planning activities and assesses the potential economic development benefits of their actions. The guide explains economic development concepts as they relate to transportation improvements. It also describes the promotion of economic development as a public policy goal and summarizes the current state of involvement of state DOTs in economic development. Because the intended audience is state DOTs, this document focuses primarily on highway improvements, although many of the concepts and techniques apply to other modes as well. KW - Development KW - Infrastructure KW - National Cooperative Highway Research Program KW - Research projects KW - State departments of transportation KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1274 UR - https://trid.trb.org/view/1346911 ER - TY - RPRT AN - 01018653 AU - Mohammad, Louay N AU - Wu, Zhong AU - Raqib, Abdur AU - Louisiana Transportation Research Center AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Investigation of the Behavior of Asphalt Tack Interface Layer PY - 2005/08/04/Final Report SP - 126p AB - Asphalt tack coat is a light application of asphalt, usually asphalt diluted with water. It ensures a bond between the surface being paved and the overlying course by providing increased shear strength between two interfaces. Normally hot asphalt cements, emulsified asphalts or cutback asphalts are used as tack coat. The objective of this study was to evaluate the practice of using tack coats through controlled laboratory simple shear tests and determine the optimum application rate. The influence of tack coat types, application rates, and test temperatures on the interface shear strength was examined. Six emulsions (CRS-2P, CRS-2L, SS-1, CSS-1, SS-1h and SS-1L) and two asphalt binders (PG 64-22 and PG 76-22M) were selected as tack coat materials. The residual application rates considered were 0.00 l/sq m (0.00 gal/sq yd), 0.09 l/sq m (0.02 gal/sq yd), 0.23 l/sq m (0.05 gal/sq yd), 0.45 l/sq m (0.1 gal/sq yd), and 0.9 l/sq m (0.2 gal/sq yd). A simple shear test was performed to determine the shear strength at the interface at two test temperatures, 25 deg C (77 deg F) and 55 deg C (131 deg F). The influence of vertical load levels on interface bonding strength was evaluated using the optimum tack coat material and application rate. Based on the statistical analysis of the interface bond strengths provided by various tack coat types at different application rates, both CRS-2P and CRS-2L were identified as the optimum tack coat types among the eight tack coats considered in this study. The preliminary test results indicated that CRS-2P emulsion provided the highest interface bond strength at the test temperature of 25 deg C (77 deg F) whereas CRS-2L provided the highest interface bond strength at the test temperature of 55 deg C (131 deg F), both at an optimum residual application of 0.09 l/sq m(0.02 gal/sq yd). In addition, it was found that shear resistance at the interface increased significantly with an increase in vertical load and decreased with an increase in temperature. KW - Asphalt KW - Asphalt emulsions KW - Bituminous binders KW - Bond strength (Materials) KW - Interfaces KW - Shear strength KW - Shear tests KW - Statistical analysis KW - Tack coats KW - Temperature UR - http://www.ltrc.lsu.edu/pdf/2005/fr_394.pdf UR - https://trid.trb.org/view/771634 ER - TY - ABST AN - 01548860 TI - Placement of Traffic Barriers on Roadside and Median Slopes AB - In the 1970s, an analysis of barriers placed on slopes indicated that most guardrails do not perform well when placed on 1:6 or steeper slopes. Since that time, the vehicle fleet has changed dramatically, with the popularity of light trucks and sport utility vehicles increasing dramatically. Further, there has been a significant change in the design of roadside barriers in recent decades. High-tension cable barriers are beginning to gain widespread acceptance, and there have been changes to the traditional W-beam barriers. It is unclear how these changes affect the behavior of longitudinal barriers placed on slopes. Information from the National Highway Traffic Safety Administration (NHTSA) Fatality Analysis Reporting System (FARS) database indicates that some cross-median crashes have occurred where median barriers were in place. Further, a full-scale crash test has shown that a passenger vehicle can penetrate a cable barrier on the back-slope of a depressed median. With the dramatic increase in use of barriers in depressed medians, a more detailed study of the performance of barriers in depressed medians is needed to achieve acceptable safety performance. The scope of this study does not include barrier terminals. The objective of this project is to produce comprehensive recommendations for placement of barriers on roadside and median slopes. The guidelines should address all of the common types of barriers used in the United States. KW - Cross sections KW - Fatality Analysis Reporting System KW - Guardrails KW - Guidelines KW - Impact tests KW - Median barriers KW - Roadside structures KW - Slopes UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=695 UR - https://trid.trb.org/view/1336332 ER - TY - ABST AN - 01547928 TI - Human Factors Guidelines for Road Systems--Phase 2 AB - National Cooperative Highway Research Program (NCHRP) Project 17-18(8) initiated development of a Human Factors Guidelines (HFG) document. This document is to be a resource that highway designers and traffic engineers can readily use in their work. It will serve as a complement to existing and planned design guides and standards, such as the Manual on Uniform Traffic Control Devices, the American Association of State Highway and Transportation Officials' (AASHTO's) Policy on Geometric Design of Highways and Streets, and the under-development Highway Safety Manual. Although existing design standards recognize some basic road-user design parameters, the standards do not provide sufficient explanation and background to develop solutions to the many, varied types of design and operational problems associated with human behavior and capabilities. Human factors guidelines are needed to provide engineering solutions to human-centered safety problems and to address aspects of roadway safety specifically from the road-user perspective. The ultimate goal is to develop the HFG as a comprehensive set of human factors safety guidelines to assist engineers and others to achieve safer and more useable design, operation, and maintenance of roadways. Although there are many groups who may use the HFG, the primary audience includes those practitioners dealing with design and operational issues in their normal work. Therefore, the HFG must be user friendly and easily cross-referenced with existing design manuals. NCHRP Project 17-18(8) developed a preliminary outline for the HFG and drafts of Chapters 1 and 5. A CD-ROM of the draft chapters has also been developed. In addition, the Transportation Research Board (TRB) Joint Subcommittee on International Human Factor Guidelines for Road Systems will develop a draft Chapter 3. The TRB Joint Subcommittee, which was created to help plan the development of a human factors guideline for road systems, at its meeting discussed the next steps in developing the HFG. They recommended that the next steps include refinement and enhancement of Chapters 1, 3, and 5 and development of additional chapters. The intent is that the chapters developed under Project 17-18(8) and this project will serve as the initial HFG. The HFG will be recommended for adoption by AASHTO. The objectives of this research are to (1) develop a style guide for the Human Factors Guide (HFG); (2) refine Chapters 1, 3, and 5; (3) evaluate the CD-ROM delivery format developed as part of NCHRP Project 17-18(8); and (4) develop three selected new chapters for the HFG. KW - Guidelines KW - Highway design KW - Highway safety KW - Highway Safety Manual KW - Human factors KW - Manual on Uniform Traffic Control Devices KW - Manuals UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=457 UR - https://trid.trb.org/view/1335576 ER - TY - ABST AN - 01463070 TI - Median Intersection Design for Rural High-Speed Divided Highways AB - There has been a substantial amount of recent work on various aspects of median intersection design, but much of it is not yet reflected in national guides. In addition to typical four- and three-legged intersections, updates are needed for median crossovers without an intersecting roadway. The objective of this project is to recommend improvements to the rural median intersection and crossover design information in the AASHTO Policy on Geometric Design of Highways and Streets (Green Book) and the Manual on Uniform Traffic Control Devices (MUTCD) for high-speed (50 mph and faster) divided highways with partial or no control of access. The recommendations will cover geometric plan layout and traffic control devices. KW - Access control (Transportation) KW - Crossovers KW - Design KW - High speed vehicles KW - Highways KW - Intersections KW - Medians KW - National Cooperative Highway Research Program UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=410 UR - https://trid.trb.org/view/1231295 ER - TY - ABST AN - 01460680 TI - Investigate Statewide Operations Data Archives AB - Washington State Department of Transportation (WSDOT) has a number of data sources that describe traffic volume, roadway performance, and travel delays for state roadways. This data needs to be widely available in order to facilitate a wide variety of analysis related to road system performance, homeland security and emergency preparedness. This research will identify the data sources, examine data storage and access capabilities and identify new sources of data that may be useful. By bringing together the various data providers and users, the research will develop options for meeting WSDOT's technical data needs. This research will produce recommendations to improve WSDOT's ability to collect, store and access data so that roadway and system analyses can be conducted. Additionally, the research will recommend a prototype data archive that will include a cost estimate for implementation. KW - Cost estimating KW - Data collection KW - Emergency response time KW - Recordkeeping KW - Research projects KW - Traffic delays KW - Traffic volume KW - Travel KW - User benefits UR - https://trid.trb.org/view/1228898 ER - TY - ABST AN - 01460457 TI - Island Mapping of Chloride Deposition Rate AB - Corrosion of reinforcing steel in concrete is a major concern for all reinforced and prestressed concrete structures in coastal environments. Of the 580,000 bridges in the U.S.A., 160,000 are structurally deficient. Many of these deficiencies stem from the damage caused by excessive corrosion of reinforcing steel causing concrete spalling. The major initiator of corrosion of reinforcing steel is the ingress of chlorides through the cover concrete. In coastal environments such as Hawaii, chlorides accumulate on the surface of concrete structures through direct contact with seawater, splash zone exposure, or airborne salts for near-coastal environments. The Bridge Section of the Hawaii Department of Transportation is utilizing Pontis, an AASHTO bridge management system, to manage the State bridge inventory. In order to predict the likely onset of corrosion in both existing and new bridges, the Bridge Section is utilizing a recently developed LIFE 365 Corrosion Prediction model. LIFE 365 considers numerous variables, including the concrete material properties, use of admixtures and reinforcement coating, concrete cover thickness, and environmental and exposure conditions. The most important environmental conditions are the ambient temperature (relatively constant and well defined in Hawaii) and the Surface-Chloride-Concentration Profile, which indicates the rate at which chlorides accumulate on the surface of the concrete. No information is currently available regarding the rate of chloride accumulation at various locations in Hawaii. This variable has a significant effect on the time to onset of corrosion and will greatly affect the output from the LIFE 365 computer model. Inaccurate predictions can lead to expensive mismanagement of the transportation infrastructure. If onset of corrosion can be predicted more accurately, relatively inexpensive remedial measures can be implemented so as to avoid more expensive repairs once cracking and spalling occur. The objective of the proposed research is to develop chloride-deposition-rate maps for the Hawaiian Islands. Chloride deposition rates will be monitored at representative locations around Oahu and inferences will be made regarding the deposition rates for similar locations on the neighbor islands. KW - Chlorides KW - Coastal environment KW - Concrete bridges KW - Corrosion KW - Corrosion resistance KW - Hawaii KW - Prestressed concrete bridges KW - Reinforced concrete bridges KW - Reinforcing steel KW - Research projects KW - Spalling UR - https://trid.trb.org/view/1228674 ER - TY - ABST AN - 01460455 TI - Updating of the State Pavement Management System and Calibration of the 2002 Design Guide for Hawaiian Conditions AB - An update of the current pavement management and pavement design practices are needed for the State of Hawaii. An updated pavement management system (PMS) can provide several benefits to the Hawaii Department of Transportation (HDOT). However, to realize such benefits, proper information must be collected and periodically updated, predictions of the performance and costs of alternative strategies must be made, and optimization procedures that consider the entire pavement life cycle must be developed. Selection of pavements for treatment using the current PMS practices is based solely on the severity of the pavement distress, which is not usually the best strategy. In addition, the current system does not have the capability to predict the consequences of different funding scenarios. The current HDOT Pavement Design Manual relies on an empirical approach to pavement design developed in California several decades ago. This procedure has become obsolete due to several developments. For example, new mixes have been developed such as the Superpave mixes and Stone matrix asphalt mixes, and traffic loads and tire pressures have generally increased. There is a need to update the current design procedures and at the same time Federal Highway Administration (FHWA) is encouraging the state DOT's to adopt the new mechanistic design principles for which considerable research has led to the development of a new mechanistic pavement design guide under NCHRP Project 01-37A. This proposal deals with the updating of the two aforementioned tools, which we believe it will result in a more efficient management of pavements in the State of Hawaii. Specifically, we propose to study those aspects that will form the foundation for these tools. The study will concentrate on the data collection technologies for distress identification, the assessment of different PMS software implementations including issues on databases and Geographic Information Systems (GIS), collection and analysis of the available data, and the calibration of the mechanistic-empirical transfer functions for local materials. KW - Asphalt mixtures KW - Asphalt pavements KW - Calibration KW - Hawaii KW - Hot mix asphalt KW - Pavement design KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Research projects KW - Stone matrix asphalt KW - Superpave KW - Traffic loads UR - https://trid.trb.org/view/1228672 ER - TY - RPRT AN - 01006611 AU - Sagues, Alberto A AU - Cotrim, C AU - Balakrishna, Vikas AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - Vibrational Evaluation of Tendons in Segmental Sections of Sunshine Skyway Bridge Main Spans PY - 2005/08/01/Final Report SP - 34p AB - This report presents results of vibration tests of external post-tensioned tendons of main spans of the Sunshine Skyway Bridge and amplifies the scope of previous interim communications. The tests were intended to aid in detecting possible corrosion damage or other distress leading to reduced or uneven tendon tension. Included is detailed analysis of data from tendons obstructed by contact against other tendons, using newly available data processing methodology. Vibrational testing was successfully conducted for about 85% of the tendon segment inventory initially considered for testing. Most tendons not evaluated were found to be not sufficiently accessible or too obstructed for this type of test. Average estimated tension values agreed with those expected from design. Variability of results was comparable with that obtained in previous similar surveys of Florida Department of Transportation bridges. Available results do not show dramatic tension disparities between continuing or directly opposed tendon segments that would be clearly indicative of tendon distress. Relatively low tensions have been obtained for some tendons but the low values appear to affect evenly several tendons in the same grouping, suggesting systematic causes other than punctual distress. KW - Corrosion KW - Florida KW - Posttensioning KW - Sunshine Skyway Bridge KW - Tendons (Materials) KW - Tension KW - Vibration tests UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD544_03_rpt.pdf UR - https://trid.trb.org/view/761980 ER - TY - RPRT AN - 01457235 AU - Schumacher, Leon G AU - Humburg, Daniel S AU - Mahapatra, Ajit AU - Hansen, Tonya J AU - Adams, Brian T AU - Taylor, Gary L AU - University of Missouri, Columbia AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Potential Impact of Biodiesel on SDDOT PY - 2005/08//Executive Summary SP - 11p AB - Research was conduced to determine the impact of a 5% blend (B5) of biodiesel with 95% petroleum diesel fuel on the South Dakota Department of Transportation (SDDOT). Biodiesel is made from vegetable oil or animal fat that has been transesterified. This process removes the glycerol from the oil. The transesterified oil can be used as a substitute for, or as an additive to, petroleum diesel fuel. Biodiesel is similar to #2 diesel fuel, but has a higher flash point, and is nontoxic and biodegradable. Biodiesel has a higher cloud point and cold filter plugging point than petroleum diesel fuels. Blending procedures and the impact of cold weather operation were evaluated to determine if a low level blend of biodiesel could be used reliably during South Dakota winters. Although previous biodiesel research indicated that neat biodiesel caused problems with rubber elastomers, no elastomer problems were noted during the test. The impact of a low level blend on engine performance was evaluated and the SDDOT fleet noted small reductions in fuel economy. The operators did not report reductions in power or torque when fueled with B5. Engine oil analysis suggested that engine component wear was essentially the same (or slightly lower) in vehicles fueled with B5 as compared to diesel fueled engines. Economic analyses of biodiesel fueling indicated a slight increase in fuel costs. KW - Biodiesel fuels KW - Blending KW - Cold weather KW - Diesel fuels KW - Engine components KW - Engine performance KW - Fuel conservation KW - South Dakota UR - http://www.sddot.com/business/research/projects/docs/SD2002-12_Final_Executive_Summary.pdf UR - https://trid.trb.org/view/1225420 ER - TY - RPRT AN - 01135515 AU - Southeastern Transportation Center AU - National Transportation Research Center, Incorporated AU - Federal Highway Administration TI - Advanced Photonics Technology for Transportation Security and Safety PY - 2005/08 SP - 18p AB - The project continued its focus on two technology areas related to heavy vehicle safety and improved performance: use of long-persistence phosphors (LPPs) in highway and road striping, and inclusion of ultraviolet illumination to headlight configurations (specifically, ultraviolet light-emitting diodes (UV LEDs)) to improve visibility. Test samples of three types of LPPs in stable acrylic matrices were used in conjunction with standard white striping paint and compared to striping paint samples without LPPs in these stable matrices. The LPP samples in the stable acrylic matrix showed minimal deterioration with over eight months of weathering, while LPP mixed directly in striping paint was seriously deteriorated. In addition a UV LED array containing sixty individual LEDs, combined with an incandescent headlight, was found to produce noticeable fluorescence effects within the lighted area when pulsed by a 12-VDC power source. These results have taken us beyond the feasibility stage to a point that next steps in the technology development would concentrate on commercialization issues. KW - Headlamps KW - Highway safety KW - Incandescent lamps KW - Light emitting diodes KW - Phosphorus KW - Photonics KW - Road marking materials KW - Ultraviolet light KW - Vehicle safety UR - http://www.ntrci.org/ntrci-24-2005-006 UR - https://trid.trb.org/view/894384 ER - TY - RPRT AN - 01108632 AU - Pearce, Vince AU - Dodge, Linda D AU - Federal Highway Administration TI - Emergency Transportation Operations: A Major ITS Initiative PY - 2005/08 SP - 1p AB - Over 400 tropical storms, hurricanes, tornadoes, and highway HAZMAT incidents require evacuation each year in the United States. These, plus winter weather, wild fires, complex multi-vehicle crashes, and potential security incidents, require the United States to be prepared for any eventuality. Responders must reach the scene, victims must evacuate the danger zone, and clearance and recovery resources must arrive on time. Effective real-time management of transportation during major incidents results in more timely responses to highway and hazmat incidents, and shorter incident durations. This initiative aims to improve the management of all forms of transportation emergencies through the application of ITS technologies. Advances in in-vehicle communication and information systems will provide access to essential real-time data about an incident and about transportation conditions on all routes throughout the affected region. KW - Advanced traveler information systems KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergency transportation KW - Evacuation KW - Hazards and emergency operations KW - Intelligent transportation systems KW - Traffic incidents KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/jpodocs/brochure/14091.htm UR - http://ntl.bts.gov/lib/jpodocs/brochure/initiatives/14091.pdf UR - https://trid.trb.org/view/868585 ER - TY - RPRT AN - 01108608 AU - Harding, John AU - Freitas, Mike AU - Federal Highway Administration TI - Integrated Corridor Management Systems: A Major ITS Initiative PY - 2005/08 SP - 1p AB - Traveling within a busy city can be frustrating and time-consuming. Traffic congestion continues to grow, with the greatest concentration of congestion along the principal routes in major metropolitan areas. These “critical corridors” that link activity centers (e.g., business centers, sports arenas, and shopping areas) with residential areas carry the highest volumes of people and goods. Despite an array of transportation management tools, integrated corridor management has not naturally emerged. Collaboration between planning and operations communities and integration of travel management tools could help shift travel demands between facilities and modes, thus reducing delays and increasing reliability and predictability of travel. Unused corridor capacity often exists on parallel routes, on the non-peak direction on freeways and arteries, within single-occupant vehicles, and in transit vehicles. Shifts in travel demand to unused capacity can be accomplished by delivering real time travel data through in-vehicle devices, changeable message signs, and 511 services, as well as through various traffic and transit management strategies, including adaptive traffic signal and ramp metering systems. This initiative will demonstrate how ITS technologies can efficiently and proactively manage the movement of people and goods in major transportation corridors in large cities. A planned model deployment will show how proven and promising ITS technologies, working together, can improve corridor mobility and productivity. KW - City planning KW - Cooperation KW - Highway corridors KW - Intelligent transportation systems KW - Management KW - Technology transfer KW - Transportation corridors KW - Transportation planning KW - Urban travel UR - http://ntl.bts.gov/lib/jpodocs/brochure/14087.htm UR - http://ntl.bts.gov/lib/jpodocs/brochure/initiatives/14087.pdf UR - https://trid.trb.org/view/868587 ER - TY - RPRT AN - 01088871 AU - Maher, Michael AU - Marshall, Chris AU - Harrison, Frank AU - Baumgaertner, Kathy AU - Golder Associates Incorporated AU - Federal Highway Administration TI - Context Sensitive Roadway Surfacing Selection Guide PY - 2005/08//Final Report SP - 354p AB - This guide documents the available options for roadway surfacing, and provides a decision-making process to allow consideration of all conventional engineering design factors, such as, structural capacity, performance, durability, safety, and life-cycle costs. It will also allow consideration of aesthetics, context compatibility, and environmental impacts. The guide presents a review of the Federal Lands Highway Division's Project Delivery Process (PDP) and a roadway surfacing selection process that includes consideration of context sensitivity, to be used in conjunction with the PDP. A CD-ROM, titled Roadway Surfacing Options Photo Album, accompanies the guide. KW - Context sensitive design KW - Decision making KW - Design engineering KW - Pavement design KW - Paving KW - Surface course (Pavements) UR - http://www.cflhd.gov/programs/techDevelopment/pavement/context-roadway-surfacing/documents/context-sensitive-roadways.pdf UR - https://trid.trb.org/view/849397 ER - TY - RPRT AN - 01088820 AU - Wright, Stephen G AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Soil Shear Strengths for Slope and Retaining Wall Stability Analyses with Emphasis on High Plasticity Clays PY - 2005/08//Technical Report SP - 100p AB - A number of TxDOT-sponsored studies and research projects have been conducted over the years regarding shear strength and slope stability issues of embankments. These projects span approximately 15 years, and each developed relationships and theories for soil strength relationships in different areas of the state. In addition, some findings from earlier projects have been refined or disputed in later studies. Data from these studies are spread throughout numerous reports, and in some cases unpublished, making the data are difficult to utilize. This implementation project was undertaken to review the data and develop a single, unified data set and guidelines that can be utilized in refining the Geotechnical Manual and presented to the geotechnical community in other publications. In this report important fundamentals pertaining to the shear strength of soils are reviewed and guidelines for determining appropriate values of soil shear strength parameters are presented for both undrained (short-term) and drained (long-term) stability conditions. Particular attention is given to the long-term strength properties of compacted high PI clay fills used for embankment construction. KW - Clay KW - Plasticity KW - Plasticity index KW - Retaining walls KW - Shear strength KW - Slope stability KW - Soil stabilization KW - Soils UR - http://www.utexas.edu/research/ctr/pdf_reports/5_1874_01_1.pdf UR - https://trid.trb.org/view/849232 ER - TY - RPRT AN - 01075154 AU - Federal Highway Administration TI - Iron County Transportation Corridor from State Road 56 to exit 51 on Interstate 15 : environmental impact statement PY - 2005/08//Volumes held: Draft, Final KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/834548 ER - TY - RPRT AN - 01055775 AU - Srinivasan, Sivaramakrishnan AU - Ghosh, Prabuddha AU - Bricka, Stacey AU - Bhat, Chandra R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Conversion of Volunteer-Collected GPS Diary Data into Travel Time Performance Measures: Algorithm for Extracting Travel Diary Data from GPS Streams and GPS-TDG Software Design PY - 2005/08//Technical Report SP - 46p AB - Conventional travel-survey methodologies require the collection of detailed activity-travel information, which imposes a significant burden on respondents, thereby adversely impacting the quality and quantity of data obtained. Advances in global positioning system (GPS) technology have provided transportation planners with an alternative and powerful tool for more accurate travel-data collection with minimal user burden. The data recorded by GPS devices, however, do not directly yield travel information; the navigational streams recorded by GPS devices have to be processed and the travel patterns derived from them. The focus of this research project is to develop software to automate the processing of raw GPS data and to generate outputs of activity-travel patterns in the conventional travel-diary format. The software will identify trips and characterize them by several attributes, including trip-end locations, trip purpose, time of day, distance, and speed. Within the overall focus of the research, this report describes the algorithm developed for the detection and characterization of trips from GPS navigational streams. The software design details are also presented. KW - Algorithms KW - Data collection KW - Global Positioning System KW - Information processing KW - Software KW - Transportation planning KW - Travel patterns KW - Travel surveys UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5176_2.pdf UR - https://trid.trb.org/view/815076 ER - TY - RPRT AN - 01051940 AU - Topkaya, C AU - Yura, J A AU - Williamson, Eric B AU - Frank, Karl H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Composite Action during Construction of Steel Trapezoidal Box Girder Bridges PY - 2005/08//Technical Report SP - 54p AB - In steel trapezoidal box girder bridge systems, the U-shaped steel girder is designed to act compositely with the concrete deck to form a closed box for live loading. During the construction stage, however, the behavior is not well understood. The usual practice of assuming the system to be non-composite during construction requires substantial top flange bracing to form a quasi-closed box section. Composite box girders with live loading, and girders during construction, have to be evaluated during the design of curved steel trapezoidal box girder bridges. Considering both cases, the design for construction loading is the least understood and is the most important. Stresses due to construction loading can reach up to 60-70 percent of the total design stress for a given cross section. A three-phase study was undertaken to investigate the behavior of curved trapezoidal box girders during construction. In the first phase, laboratory tests were performed to investigate the shear transfer between the concrete deck and steel girder at early concrete ages (hours, not weeks). In the second phase, an easy-to-use finite element program, UTrAp, was developed for the analysis of these systems under construction loads and is documented in CTR Report 1898-3 (October 2002). The program has the capability of modeling the effects of semi-cured concrete. The third phase focused on the monitoring of two curved trapezoidal box bridges during construction. The measured forces and stresses in the field were compared with the analyses using the developed software. Findings from laboratory and field tests revealed that composite action develops at very early concrete ages. The developed software provides good correlation between measured field data and computed results. KW - Box girder bridges KW - Composite action KW - Construction KW - Construction loads KW - Curved trapezoidal girders KW - Early age concrete KW - Field tests KW - Finite element method KW - Laboratory tests KW - Shear transfer KW - Software KW - Steel KW - Stresses UR - http://www.utexas.edu/research/ctr/pdf_reports/0_1898_2.pdf UR - https://trid.trb.org/view/811186 ER - TY - RPRT AN - 01031668 AU - Pellinen, Terhi K AU - Weiss, William Jason AU - Kuczek, Thomas AU - Dauksas, Geoffrey AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Comparison of Various INDOT Testing Methods and Procedures to Quantify Variability in Measured Bituminous and Concrete Properties PY - 2005/08//Final Report SP - 202p AB - This study was designed to analyze the variability associated with several test procedures used by the Indiana Department of Transportation (INDOT) in their Hot Mix Asphalt (HMA), portland cement concrete pavement (PCCP), and superstructure concrete protocols. The aim of this work was to document the variability associated with each of these test procedures toward application of this information of the development of acceptance criteria, pay factors, and pay incentives and disincentives. The studied parameters for HMA production included the air void content and VMA of the gyratory compacted mixture, in-place density, binder (asphalt) content, aggregate bulk specific gravity and water absorption, bulk specific gravity of compacted mixture, and theoretical maximum specific gravity. The analysis of existing INDOT test data and additional Purdue laboratory study indicated that testing variation was within or only slightly above the (1s) AASHTO limits for testing variation. The production variation ranged from 50 to 85% of the total variation depending on the tested parameter. The quality characteristics related to the acceptance program for PCC pavements and superstructure, which were investigated in this study, were plastic air content, flexural strength, and pavement thickness. Aggregate moisture and bulk specific gravity properties were also studied to determine what variations might be expected from a particular source. In addition to the Quality Control/Quality Assurance (QC/QA) properties, compressive strength and split tensile strength of concrete were also studied. Based on the analysis of existing INDOT test data, it was found that all of the testing was within or only slightly above the (1s) American Association of State Highway and Transportation Officials/American Society for Testing and Materials (AASHTO/ASTM) testing variations. The production variation was found to range widely depending on the project. Overall, the study demonstrates that high quality testing is commonly performed in the state of Indiana and illustrates clear benefits of the technician certification programs and INDOT educational and training procedures. KW - Air void content KW - Binder content KW - Compressive strength KW - Concrete pavements KW - Education and training personnel KW - Gyratory compaction KW - Hot mix asphalt KW - Indiana KW - Portland cement concrete KW - Quality assurance KW - Quality control KW - Superstructures KW - Tensile strength KW - Test procedures KW - Water absorption UR - http://docs.lib.purdue.edu/jtrp/36/ UR - https://trid.trb.org/view/787513 ER - TY - RPRT AN - 01031666 AU - Sotelino, Elisa AU - Asgari, Alireza AU - Saksa, Andrew AU - Cedeno, Guillermo AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Damage Analysis of Jointed Plain Concrete Pavements in Indiana. Part I: Finite Element Modeling and Damage Analysis; Part II: INDISLAB, A Software Tool for Jointed Plain Concrete Pavement Design PY - 2005/08//Final Report SP - 360p AB - Current design procedures for concrete pavements do not account for several factors that can influence their service life. In this work, these factors are investigated and the findings are integrated into a procedure for better predicting long-term performance of concrete pavements. To achieve this, sophisticated finite element techniques are employed and parametric studies are performed. The findings are then integrated into a nonlinear procedure for damage accumulation. In the development of the comprehensive 3D Finite Element (FE) model several issues are studied including the geometry of the model, mesh refinement, element selection, interaction between pavement components, and loading simulation. The developed model is then used in a number of parametric studies to investigate the effect of soil conditions, subbase and slab thickness, and slab length and stiffness on the developed stresses. Among other findings, it is established that for a given slab length, increasing the slab thickness beyond a certain limit is not justifiable. The developed FE model is also used to investigate the behavior of skewed concrete pavement slabs under several loading conditions. In particular, the crack patterns obtained from the FE analyses are compared to those observed in an actual skewed concrete pavement. It is found that the developed FE model is able to successfully predict the cause and orientation of the failure of this pavement section. An investigation of various existing fatigue equations is also carried out and a software tool is developed to perform both linear and nonlinear damage accumulation calculations. A case study of an pavement section on Interstate 70, which has failed prematurely, is created using the previously developed finite element techniques. The resulting stresses from the finite element analyses under various loading conditions are then used in the damage analysis of the pavement section. It is predicted that, irrespective of how the damage is accumulated, the pavement should have failed at an early age. Nonlinear damage accumulation predicted that the failure would occur at an earlier age than linear damage accumulation, which is consistent with the observed behavior of the pavement section. KW - Concrete pavements KW - Damage (Pavements) KW - Fatigue (Mechanics) KW - Finite element method KW - Indiana KW - INDISLAB (Computer program) KW - Load tests KW - Parametric analysis KW - Pavement design KW - Pavement performance KW - Service life KW - Slabs KW - Soil condition KW - Stiffness KW - Subbase (Pavements) KW - Test sections KW - Thickness UR - http://docs.lib.purdue.edu/jtrp/47/ UR - https://trid.trb.org/view/787512 ER - TY - RPRT AN - 01031665 AU - Garcia, Luis AU - Peeta, Srinivas AU - Ramirez, Julio AU - Sozen, Mete AU - Viswanath, Kannan AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Emergency Earthquake Routes for the State of Indiana Part I: Criteria for Selection of Primary Routes: Transportation Aspects; Part II: Route Seismic Vulnerability Aspects PY - 2005/08//Final Report SP - 209p AB - The occurrence of a strong earthquake in Indiana or neighboring states, as has occurred in the past, has serious implications for the State Transportation System with respect to adequate response. The definition of Earthquake Emergency Routes for the State of Indiana became a priority for the Indiana Department of Transportation. These Emergency Routes take into account various aspects related to transportation including coverage of population and area and travel time along these routes, and issues related to structural and geotechnical seismic vulnerability of the roads and bridges along these routes. Part I of the overall study report formulates a multi-commodity maximal covering network design problem (MCNDP) for identifying critical routes, for earthquake response and to seismically retrofit bridges. In the MCNDP, routes are sought that minimize the total travel time over the selected routes and maximize the total population covered, subject to a budget constraint on bridge retrofitting costs on the selected routes. The problem is formulated as a two objective integer programming model and solved using the branch-and-cut module in the CPLEX optimizer. The model performance is analyzed using the transportation network in southwest Indiana. A problem reduction strategy is introduced to reduce computational times by recognizing that the critical routes are not usually circuitous. Thereby, the search for the critical routes for an origin-destination (O-D) pair is confined to a limited geographical region around it. To further reduce computational costs, the formulation is extended to incorporate valid inequalities that exploit the problem structure. Simulation studies are conducted to investigate the effects of varying the budget and the relative weights of the two objectives. Noninferior frontiers that illustrate the trade-offs between the conflicting objectives for different budgets are constructed to provide practical insights to decision-makers. The final selected routes in addition include constraints set by the Study Advisory Committee regarding specific roads to be included in the final set. Part II of the study report covers the structural and geotechnical seismic issues related to the definition of Earthquake Emergency Routes for the State of Indiana. Previous worldwide experience on bridge damage during strong earthquakes has influenced the bridge earthquake design specifications and mitigation procedures. The evolution of the relevant requirements in the American Association of State Highway and Transportation Officials (AASHTO) Specifications and the existence of a proposed draft seismic design specification under development as part of the National Cooperative Highway Research Program (NCHRP) Project 12-49 have significant implications in the assessment of the existing vulnerability, its mitigation, and the design of new bridges along the Emergency Routes. Geographical Information System (GIS) was implemented to assist the evaluation of seismic vulnerability of the proposed Indiana Emergency Routes. Using the available information, the GIS implementation may be used for mitigation of vulnerability, simulation, and response to a strong earthquake in Indiana incorporating information from the Indiana Department of Transportation (INDOT) maintenance database and selected structural and geotechnical information from the relevant bridge drawings. Findings from a vulnerability assessment as well as final calibration performed using selected representative bridge data such as drawings and soil exploration descriptions are also reported. Vulnerability was evaluated for different levels of ground acceleration in order to obtain behavior patterns for selected bridges and to illustrate upgrade needs for the transportation structures on the Emergency Routes. The information contained in this report could be used to assist the engineers in conducting simulations that will help INDOT to devise mitigation policies for different earthquake occurrence scenarios and to evaluate potential alternative routes. KW - American Association of State Highway and Transportation Officials KW - Bridge design KW - Budgeting KW - Disasters and emergency operations KW - Earthquake resistant design KW - Earthquakes KW - Emergency routes KW - Evacuation KW - Geographic information systems KW - Geotechnical methods KW - Highway bridges KW - Indiana KW - Multicommodity maximal covering network design problem KW - National Cooperative Highway Research Program KW - Origin and destination KW - Retrofitting KW - Risk assessment KW - Routes and routing KW - Transportation networks KW - Transportation planning KW - Transportation system management KW - Travel time UR - https://trid.trb.org/view/787503 ER - TY - RPRT AN - 01031663 AU - Daita, Radha Krishna Murthy AU - Drnevich, Vincent AU - Kim, Daehyeon AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Family of Compaction Curves for Chemically Modified Soils PY - 2005/08//Final Report SP - 114p AB - Lime and Lime Kiln Dust (LKD) are widely used for modifying/stabilizing pavement subgrades. The addition of lime or LKD involves chemical processes that are dependent on many parameters. For natural subgrades, quality control is based on moisture and unit weight requirements using manual interpolations of one-point test data on a family of curves. For modified soils, moisture and unit weight measurements are insufficient for quality control and other tests must be considered. Various possible quality control methods for LKD-modified subgrades were evaluated. This research produced an Excel-based program to automate the generation of a family of curves and one-point data interpolation. Families of curves for LKD-modified soils did not vary systematically, limiting their usefulness in quality control. Dynamic cone penetrometer (DCP) and Time domain reflectometry (TDR) tests were considered as alternative means to achieve field quality control. The DCP test although promising, requires supplementary tests for completely characterizing a modified subgrade. LKD modification of soil involves chemical reactions which can be indirectly studied by measuring the electrical properties. The dielectric constant and electrical conductivity of a LKD-modified soil were measured using the Purdue TDR apparatus. Preliminary test results show that with the knowledge of two calibration constants, the dielectric constant of a soil measured following the Two-Step TDR test (ASTM D 6780) can be used for water content and unit weight determinations. The electrical conductivity of a LKD-modified soil decreases with time in a manner that is similar to the one-dimensional consolidation of a soil. The variation in electrical conductivity with time of a LKD-modified project soil was correlated to its strength and was also used to estimate the amount of LKD present in the soil. Future research should focus on extending these observations to other soils and to formulating a protocol for using the TDR test along with the DCP test for quality control of LKD-modified soils. KW - Calcium oxide KW - Compaction KW - Cone penetrometers KW - Dielectric properties KW - Electrical conductivity KW - Kiln dust KW - Moisture content KW - Penetration resistance KW - Quality control KW - Soil compaction KW - Soil modification KW - Subgrade (Pavements) KW - Time domain reflectometers UR - http://docs.lib.purdue.edu/jtrp/98/ UR - https://trid.trb.org/view/787516 ER - TY - RPRT AN - 01031662 AU - Bethel, James S AU - Johnson, Steven D AU - Shan, Jie AU - van Gelder, Boudewijn H W AU - McCullouch, Bob AU - Cetin, Ali Fuat AU - Han, Seungwoo AU - Hawarey, Mosab AU - Lee, Changno AU - Sampath, Aparajithan AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Modern Technologies for Design Data Collection PY - 2005/08//Final Report SP - 130p AB - Design data collection involving the use of Lidar instrument, in conjunction with Global Positioning System (GPS) proves to be very effective. Data required to model two bridges over the I-70 were collected on a single day, involving five and six sessions with Lidar equipment. Even though the data were collected on two bridges, it did not cause any disruption of the traffic, either on the Interstate or on the bridges. A major cause of concern during survey activities, particularly along interstates is safety, both for the motorists as well as the people involved in data collection. Lidar data collection was found to be extremely safe in both aspects. The whole process of collecting Lidar data and GPS coordinates for control was completed in 2 days for both bridges. Office work involved combining the GPS data with conventional survey data to bring control on six pre-selected points within the Lidar point cloud. This control information was later used to bring the point cloud into a geographic coordinate system. This survey provided the means to compare the 3D point cloud with bridge designs that were created using other methods of data collection. It was found that the 3D point cloud exhibits a very high degree of accuracy, both internally and also when georeferenced independently using GPS and conventional control survey. The Lidar model was compared to the MXRoad data model provided by Indiana Department of Transportation (INDOT). The discrepancies between the two models were not larger than 0.125 ft/3.81 cm horizontally and 0.05 ft/1.52 cm vertically. The data collected completely modeled the bridge and the accuracy of the data ensures that any model of the bridge, either as a whole or in part, will correctly reflect the current state of the bridge. The data collected can also be used for various applications including cut-and-fill estimates, modeling the state of the bridge, making measurements on various parts of the bridge. A cause of concern is the amount of data involved. As millions of 3D points are collected, popular Computer Aided Design/Geographic Information System (CAD)/(GIS) packages are unable to deal with it. For this reason proprietary software, designed particularly to handle such huge volumes of data involved, was used for analyzing this data. However, it is possible to export data from this software to other commonly used CAD packages. Using satellite imagery instead of aerial photos may provide faster results to investigate the project area. Conversion of the MXROAD data into the ArcGIS system is not easy, but it is hoped that this problem can be solved very easily. The Lidar point cloud should be processed and a CAD model of the data should be obtained to obtain more useful information. With the help of the GIS a variety of data sources and types can be integrated, visualized and used to make about resource management, and perform modeling and analysis. GIS helps organize bridge management information contained in various forms, such as inspection reports, rehab plans, and CAD files. Maintenance management and asset valuation may be enhanced with GIS and linear referencing systems. KW - 3D point cloud KW - ArcGIS KW - Bridge design KW - Bridge management systems KW - Bridges KW - Computer aided design KW - Data collection KW - Geographic information systems KW - Global Positioning System KW - Highway safety KW - Laser radar KW - Linear referencing system KW - Measurement KW - MXRoad KW - Satellite imagery UR - http://docs.lib.purdue.edu/jtrp/150/ UR - https://trid.trb.org/view/787491 ER - TY - RPRT AN - 01031661 AU - Yang, Zhifu AU - Weiss, William Jason AU - Olek, Jan AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Interaction between Micro-Cracking, Cracking and Reduced Durability of Concrete: Developing Methods for Quantifying the Influence of Cumulative Damage in Life-Cycle Modeling PY - 2005/08//Final Report SP - 243p AB - It is becoming increasingly popular to utilize numerical simulation models to predict the long-term performance of concrete pavements and structures. The majority of these models have been developed using laboratory test data that considers concrete in an uncracked state. While uncracked concrete exists as the best case scenario, frequent cracking occurs in real structures that could have a profound impact on life cycle performance. Cracks from several sources may accumulate and interact thereby accelerating the deterioration of concrete. For example, the distributed cracking caused by freeze/thaw damage can substantially increase the rate of water absorption and reduces the load carrying capacity of concrete. To accurately simulate the performance of actual concrete facilities, the role of cracking and its cumulative effect on the changes of material properties should be accounted for in these models. The main goal of this investigation was to assess the influence of cumulative damage in concrete and to quantify its influence for use in life-cycle performance modeling. Samples were taken from five concrete pavement sections based on age, traffic, and overall performance to assess existing damage and to identify possible sources responsible for inducing the damage. These results were used as a baseline to assess the types of damage that merited laboratory investigation. After the field assessment, laboratory investigations were conducted to simulate the damage that may be expected in the field. After various levels of damage were introduced in laboratory specimens, durability tests (freezing and thawing and water absorption) and direct tensile test were performed to develop an understanding of how the pre-existing damage accelerated the deterioration process. Specifically, it was determined that cracks caused by freezing and thawing dramatically increase the rate and amount of water absorption while cracks caused by mechanical loading only increased the absorption in a local region. Further, freeze-thaw damage dramatically reduces the direct tensile strength and modulus of elasticity of concrete until the aggregates begin to pull out of the matrix. This results in a larger fracture process zone in the damaged concrete than in the undamaged concrete. KW - Aggregates KW - Concrete pavements KW - Cracking KW - Cumulative damage factor KW - Deterioration KW - Freeze thaw durability KW - Laboratory tests KW - Life cycle analysis KW - Microcracking KW - Modulus of elasticity KW - Numerical analysis KW - Pavement performance KW - Tension tests KW - Uncracked concrete UR - http://docs.lib.purdue.edu/jtrp/132/ UR - https://trid.trb.org/view/787496 ER - TY - RPRT AN - 01031590 AU - Balaguru, P N AU - Lee, K Wayne AU - Rutgers University, Piscataway AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - Construction of Fiber Reinforced Polymer (FRP) Jackets for the Protection of Pier Caps PY - 2005/08//Final Construction Report SP - 119p AB - A fiber-reinforced polymer (FRP) composite jacket was fabricated to protect the deteriorating reinforced concrete pier caps of the Silver Spring Cove Bridge in Rhode Island. The pier caps had undergone severe spalling and cracking and reinforcements were exposed in a number of locations. Vacuum assisted impregnation technique that is used for the fabrication of aerospace structural components, was utilized for the fabrication of a composite jacket to cover the pier caps and stop further deterioration. Commonly referred to as “vacuum bagging” in the aerospace industry, this method is known to result in consistent high quality FRP laminates. This technique, rarely utilized in infrastructure applications, uses atmospheric pressure to remove air voids within the composite during lay-up and develops a strong bond between FRP layers. Excellent performance of fiberglass boats in marine environment for more than four decades provided the primary motivation for constructing fiberglass jackets to protect the pier caps. KW - Aerospace industry KW - Air voids KW - Atmospheric pressure KW - Bridge piers KW - Construction KW - Cracking KW - Deterioration KW - Fiber reinforced plastics KW - Fiberglass KW - Jacketing (Strengthening) KW - Pier caps KW - Reinforcement (Engineering) KW - Rhode Island KW - Spalling KW - Vacuum KW - Vacuum bagging UR - http://cait.rutgers.edu/files/RI-RU6862_0.pdf UR - https://trid.trb.org/view/787529 ER - TY - RPRT AN - 01030785 AU - Schlorholtz, Scott AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Development of In Situ Detection Methods for Materials-Related Distress (MRD) in Concrete Pavements: Phase 2 PY - 2005/08//Final Report SP - 33p AB - This project utilized information from ground penetrating radar (GPR) and visual inspection via the pavement profile scanner (PPS) in proof-of-concept trials. GPR tests were carried out on a variety of portland cement concrete pavements and laboratory concrete specimens. Results indicated that the higher frequency GPR antennas were capable of detecting subsurface distress in two of the three pavement sites investigated. However, the GPR systems failed to detect distress in one pavement site that exhibited extensive cracking. Laboratory experiments indicated that moisture conditions in the cracked pavement probably explain the failure. Accurate surveys need to account for moisture in the pavement slab. Importantly, however, once the pavement site exhibits severe surface cracking, there is little need for GPR, which is primarily used to detect distress that is not observed visually. Two visual inspections were also conducted for this study by personnel from Mandli Communications, Inc., and the Iowa Department of Transportation (DOT). The surveys were conducted using an Iowa DOT video log van that Mandli had fitted with additional equipment. The first survey was an extended demonstration of the PPS system. The second survey utilized the PPS with a downward imaging system that provided high-resolution pavement images. Experimental difficulties occurred during both studies; however, enough information was extracted to consider both surveys successful in identifying pavement surface distress. The results obtained from both GPR testing and visual inspections were helpful in identifying sites that exhibited materials-related distress, and both were considered to have passed the proof-of-concept trials. However, neither method can currently diagnose materials-related distress. Both techniques only detected the symptoms of materials-related distress; the actual diagnosis still relied on coring and subsequent petrographic examination. Both technologies are currently in rapid development, and the limitations may be overcome as the technologies advance and mature. KW - Concrete pavements KW - Cracking of concrete pavements KW - Detection and identification systems KW - Field tests KW - Ground penetrating radar KW - Inspection KW - Iowa KW - Laboratory tests KW - Moisture content KW - Nondestructive tests KW - Pavement distress KW - Pavement profilers KW - Video imaging detectors UR - http://publications.iowa.gov/id/eprint/19894 UR - http://www.ctre.iastate.edu/reports/mrd_phase2.pdf UR - https://trid.trb.org/view/787755 ER - TY - RPRT AN - 01029110 AU - Balke, Kevin N AU - Engelbrecht, Roelof J AU - Sunkari, Srinivasa R AU - Charara, Hassan A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TTI's Hardware-in-the-Loop Traffic Signal Controller Evaluation System PY - 2005/08//Technical Report SP - 18p AB - Hardware-in-the-loop (HITL) simulation is a new technique in traffic engineering that uses real traffic signal controller hardware to control traffic that is being simulated in a traffic simulation program. The tool allows traffic engineers the ability to assess modifications to traffic signal timing plans prior to deploying them in the field. The purpose of this implementation project was to 1) transfer the software components of the Hardware-in-the-Loop Traffic Signal Controller Evaluation System, developed by the Texas Transportation Institute (TTI) as part of the TransLink® Research Project (Project 0-1752), to the Texas Department of Transportation (TxDOT), and 2) demonstrate the capabilities and use of the system through a series of workshops. KW - Hardware in the loop simulation KW - Implementation KW - Traffic engineering KW - Traffic signal controllers KW - Traffic signal timing KW - Workshops UR - http://tti.tamu.edu/documents/5-1752-01-1.pdf UR - https://trid.trb.org/view/786425 ER - TY - RPRT AN - 01029087 AU - Gambatese, John A AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Optimum Illumination for Nighttime Flagger Operations PY - 2005/08//Final Report SP - v.p. AB - Highway maintenance and construction undertaken by the Oregon Department of Transportation (ODOT) can involve the use of flaggers to control the work zone. When the work is undertaken at night, illumination of flaggers is needed to ensure the safety of the motorists, flaggers, and workers. A number of recent developments have taken place that improve the ability for motorists to see flaggers. These include highly reflective apparel and illuminated "STOP/SLOW" paddles. In addition to using such personal protective and directional equipment, consideration should be given to other factors associated with lighting of the flagger station: What amount of light should be used, where should the light source be located, and how should the light be directed, to effectively and efficiently illuminate the flagger? What light level and quality are necessary and economically practical, which avoid creating blinding glare for the motorists approaching a flagger station? How mobile is the lighting equipment and can it be moved without creating additional risk exposure to the flagger? This study developed guidelines for the optimal illumination of flaggers during nighttime maintenance and construction operations on highway projects. The guidelines address minimum and optimum lighting levels, optimal methods of delivering the light, and maneuverability of the lighting equipment. KW - Flaggers KW - Glare KW - Guidelines KW - Highway maintenance KW - Lighting KW - Night KW - Portable equipment KW - Road construction KW - Work zone safety KW - Work zone traffic control UR - https://trid.trb.org/view/786343 ER - TY - RPRT AN - 01025508 AU - Lytton, Robert AU - Aubeny, Charles AU - Bulut, Rifat AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design Procedure for Pavements on Expansive Soils: Volume 1 PY - 2005/08//Technical Report SP - 198p AB - Swelling and shrinkage of subgrade soils are critical factors contributing to increases in roughness and degradation of serviceability of highway pavements. Existing procedures for predicting swell are largely based on the potential vertical rise (PVR) procedure developed by McDowell in 1956. While the PVR procedure represents a major development in the design of pavements on expansive soils, instances of apparently over-conservative PVR predictions have led some designers to suggest revision or replacement of the existing procedures. This project reviews the basic assumption of the existing PVR procedure and identifies the likely sources of the questionable predictions that have arisen in the past. An alternative procedure is presented that features rigorous modeling of both the moisture diffusion process that induces changes in suction within a soil mass and the deformations that occur in response to changes in suction. This alternative procedure includes provisions for measuring and/or estimating soil and environmental input parameters necessary for the predictions. A procedure for predicting the impact of soil deformations on pavement performance is also presented. The proposed procedure is applied to three study sections involving Texas roadways on expansive soils, and parametric studies are presented evaluating the effectiveness of various design measures including moisture barriers, lime treatment, and replacement of in situ subgrade soils with "inert" soils. KW - Calcium oxide KW - Moisture barriers KW - Moisture diffusion KW - Parametric analysis KW - Pavement design KW - Pavement performance KW - Potential vertical rise KW - Roughness KW - Serviceability KW - Soil mechanics KW - Soil suction KW - Subgrade (Pavements) KW - Swelling soils KW - Texas UR - https://trid.trb.org/view/782602 ER - TY - RPRT AN - 01024439 AU - Abdelghaney, Ahmed AU - University of Alaska, Fairbanks AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Above-Ground Actuated Yellow Crosswalk Lights at Uncontrolled Pedestrian Crossings PY - 2005/08//final Report SP - 49p AB - There has been a significant amount of studies that investigated a wide variety of measures, devices, and treatments that improve pedestrian safety at different locations (sidewalks, intersection crossing, and midblock crossing). These measures can be classified into three main categories: Physical separation, time separation; Warning; and Traffic Calming Measures. The focus of this study is limited to investigating the effectiveness of flashing lights in increasing pedestrian safety and reducing traffic accidents at uncontrolled pedestrian crossings. This study reviews the experimental research and test cases that investigate the effectiveness of the above-ground flashing beacons as a warning device at uncontrolled crosswalks. In particular, it investigate the usefulness of the above-ground flashing beacons in reducing traffic speeds at pedestrians crosswalks, increasing the percentage of motorists that are yielding to pedestrians, reducing conflicts between motorists and pedestrians, reducing accidents, and increasing pedestrians safety. This study also reviews the comparisons between the effectiveness of the above-ground flashing beacons and the in-pavement flashing lights as warning devices for motorists at uncontrolled crosswalks. KW - Crosswalk warning lights KW - Crosswalks KW - Flashing beacons KW - Flashing lights KW - Pedestrian safety KW - Pedestrian vehicle interface KW - Speed reduction KW - Traffic conflicts KW - Traffic safety KW - Traffic speed KW - Warning devices KW - Yielding UR - https://trid.trb.org/view/782296 ER - TY - RPRT AN - 01024437 AU - Gartin, Robert S AU - Saboundjian, Steve AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Development and Validation of Urban Alaskan Pavement Rutting Models PY - 2005/08//Final Report SP - 166p AB - This study analyzes laser Road Surface Profiler (RSP) pavement rutting data collected in Alaska from 1998 through 2004. The data are used to compare and develop urban rutting prediction models for the wearing courses used in three major cities of the state: Fairbanks, Juneau and Anchorage. Here the rutting measurements also include studded tire wear. The aim is to apply urban rutting models to properly time rehabilitation projects saving users and agency money. Thirteen wearing courses in urban areas are analyzed including twelve asphalt concrete mixes (conventional, polymer-modified, SMA, Superpave and PlusRide) as well as portland cement concrete on weigh-in-motion slabs and bridge decking. It was found that the pavement age, rather than accumulated AADT or studded tire passes, correlates best with rut depth accumulation. Further, it was found that models applied to individual pavement sections with consistent pavement age, type and traffic distribution are superior to any type of generalization. The use of hard aggregates seems to enhance wearing surface service life. Limited mix abrasion testing using the Prall device showed that test results have good correlation with field wear rates. In addition, a model is presented for estimating pavement rutting service life. Assuming a linear increase in rut depth with time, a Remaining Service Life (RSL) model is introduced. This is a prediction of the time until a pavement segment reaches terminal rut depth at which point pavement rehabilitation activity is recommended. Finally, comparing actual and predicted RSL values for different mixes demonstrates RSL model validation. KW - Abrasion tests KW - Alaska KW - Anchorage (Alaska) KW - Asphalt concrete pavements KW - Bridge decks KW - Fairbanks (Alaska) KW - Juneau (Alaska) KW - Mathematical models KW - Mathematical prediction KW - Pavement age KW - Polymer asphalt KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Rut depth KW - Rutting KW - Scheduling KW - Service life KW - Stone matrix asphalt KW - Studded tires KW - Superpave KW - Urban highways KW - Wear KW - Wearing course (Pavements) UR - https://trid.trb.org/view/782292 ER - TY - RPRT AN - 01022658 AU - Walubita, Lubinda F AU - Martin, Amy Epps AU - Jung, Sung Hoon AU - Glover, Charles J AU - Park, Eun Sug AU - Chowdhury, Arif AU - Lytton, Robert L. AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Comparison of Fatigue Analysis Approaches for Two Hot Mix Asphalt Concrete (HMAC) Mixtures PY - 2005/08//Technical Report SP - 312p AB - Over the past decade, the Texas Department of Transportation (TxDOT) focused research efforts on improving mixture design to preclude rutting in the early life of the pavement. However, these rut resistant stiff mixtures may be susceptible to long-term fatigue cracking in the pavement structure as the binder stiffens due to oxidative aging. To address this concern, TxDOT initiated a research study with the primary goal of evaluating and recommending a hot mix asphalt concrete (HMAC) mixture fatigue design and analysis system to ensure adequate mixture fatigue performance in a particular pavement structure under specific environmental and traffic loading conditions. A secondary goal of the research was to compare the fatigue resistance of commonly used TxDOT HMAC mixtures including investigating the effects of binder aging on fatigue performance. Four fatigue analysis approaches, the mechanistic empirical (ME), the calibrated mechanistic with (CMSE) and without (CM) surface energy measurements, and the proposed National Cooperative Highway Research Program (NCHRP) 1-37A Pavement Design Guide were investigated in this project to evaluate the fatigue resistance of two common TxDOT mixtures (Rut Resistant and Basic Type C) including the effects of aging. Based on the value engineering assessment including test results, statistical analysis, costs, and relative comparison of each analysis procedure, the continuum micromechanics based CMSE fatigue analysis approach was recommended for predicting HMAC mixture fatigue life (N sub f). While binder oxidative aging reduced the HMAC mixture resistance to fracture and its ability to heal, the Rut Resistant mixture exhibited better fatigue resistance in terms of N sub f magnitude compared to the Basic Type C mixture possibly due to an increased polymer modified binder content. Test results also indicated that both binders and mixtures stiffen with oxidative aging, and that mixture aging correlated quantitatively with binder aging. From the binder shear properties and binder-mixture relationships, aging shift factors were developed and produced promising results. Nonetheless, more CMSE laboratory HMAC mixture fatigue characterization and field validation is recommended. KW - Aging (Materials) KW - Asphalt mixtures KW - Binders KW - Classical field theory KW - Costs KW - Cracking KW - Fatigue (Mechanics) KW - Fatigue performance KW - Healing KW - Hot mix asphalt KW - Laboratory tests KW - Measurement KW - Mechanistic design KW - Mix design KW - National Cooperative Highway Research Program KW - Oxidation KW - Pavements KW - Polymers KW - Resistance (Mechanics) KW - Rut resistance KW - Rutting KW - Shear properties KW - Statistical analysis KW - Stiffness KW - Surface energy UR - https://trid.trb.org/view/777953 ER - TY - RPRT AN - 01020868 AU - Federal Highway Administration TI - Virginia Department of Transportation Northern Virginia Smart Traffic Center Video Quality Improvement Program PY - 2005/08//Final Report SP - 20p AB - The Virginia Department of Transportation (VDOT) operates several traffic management centers, including one in the Northern Virginia District. The VDOT Northern Virginia Smart Traffic Center (NOVA STC) provides a number of operational services in the region. The NOVA STC has a wealth of Intelligent Transportation Systems (ITS) field devices including changeable message signs, highway advisory radio, truck rollover warning, high occupancy vehicle (HOV) lane gate control, imbedded loop sensors, 511 and closed circuit television (CCTV) cameras. The CCTV subsystem is comprised of over 125 cameras located along I-95, I-395, I-495, I-66 and the Dulles Toll Road. VDOT retained the services of a team of private sector experts (TrafficLand and Digital Traffic Systems) to review CCTV imagery quality and determine the issues affecting system performance and solutions to improve the quality of the video imagery. This report details the results of that effort. KW - Closed circuit television KW - Highway traffic control KW - Imagery KW - Intelligent transportation systems KW - Intelligent transportation systems programs KW - Northern Virginia KW - Performance KW - Quality assessment KW - Video cameras KW - Virginia Department of Transportation UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14253_files/14253.pdf UR - https://trid.trb.org/view/778768 ER - TY - RPRT AN - 01019655 AU - Miller, Richard A AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Innovative Bridge Design/Construction Techniques to Expedite Construction PY - 2005/08//Final Report SP - 53p AB - This project examined various methods of innovative bridge design and construction techniques to expedite construction. (1) The following methods have been identified as possible methods of reducing the time needed for bridge construction: a) Precast substructures; b) Prefabricated composite bridge units; c) Prefabricated superstructure units, such as adjacent boxes, which do not need a separate wearing surface; d) Full depth precast concrete decks; e) Stay-in-place (SIP) concrete or steel forms; f) Completely prefabricated bridges; g) Rapid curing concrete materials. Items a-f have been tried in various states and the results of these trials can be found in an American Association of State Highway and Transportation Officials (AASHTO) Technology Implementation Group (TIG) report at www.ashtotig.org. (2) In order to find additional information on barriers to rapid construction, a survey of contractors was conducted. This survey showed that the main obstacle to fast bridge construction is the forming of the deck. The contractors also indicated that the best way to build bridges faster was to allow the entire bridge to be closed and the reconstruction to occur all at one time. (3) One possible solution to the deck forming problem is the use of stay-in-place steel deck forms. A survey of states showed that approximately 34 states use stay-in-place steel forms for decks. The main concerns about using these forms are the inability to inspect the underside of the deck, trapping moisture between the concrete and the form, deterioration of the form and additional weight due to the flutes in the forms. However, those states which use SIP steel forms contend that all of these concerns can be overcome. KW - Bridge decks KW - Bridge design KW - Bridge substructures KW - Bridge superstructures KW - Composite structures KW - Concrete curing KW - Concrete forms KW - Construction KW - Innovation KW - Precast concrete KW - Prefabricated bridges KW - Rapid curing KW - Stay in place KW - Steel KW - Steel forms KW - Surveys UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A62889013 UR - https://trid.trb.org/view/772601 ER - TY - RPRT AN - 01019631 AU - Helmicki, Arthur AU - Hunt, Victor AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Continued Long Term Monitoring of HAM-42-0992 and HAM-126-0881L: Instrumentation, Testing and Monitoring of Reinforced Concrete Deck-on-Steel Girder Bridges PY - 2005/08//Final Report SP - 247p AB - The measurement and documentation of construction and service effects for a bridge will permit evaluation of the complete state of force in a bridge over its lifetime, together with the corresponding causative effects or events. A complete sensor suite, including a weigh-in-motion (WIM) roadway scale, was incorporated within the construction plans and drawings for two steel-stringer bridges, HAM-42-0992 and HAM-126-0881L, near Cincinnati, Ohio. Both bridges incorporate an integral abutment within their design and construction. The latter is a semicomposite bridge which represents a unique research opportunity in that it was designed with an unusually small span ratio (0.45). Accumulated versus transient stresses and forces will be evaluated by conducting long-term monitoring, diagnostic testing, and structural analysis to simulate different episodes of cause and effect in the construction and service stages of these bridges and correlating these with the recorded data. This research will also allow: the conceptualization of less understood or unknown phenomena that influence bridge performance, the verification of design assumptions and rating models, and the continued evaluation of emerging technologies for infrastructure monitoring and evaluation. University of Cincinnati Infrastructure Institute (UCII) has developed a global nondestructive evaluation (NDE) methodology based upon the structural identification concept, employing truckload testing, modal testing, and instrumented monitoring as its principal experimental tools. Test results are transformed to both strain influence lines and modal flexibility, which have been demonstrated to be conceptual, quantitative, comprehensive, and damage-sensitive signatures. These parameters also provide an accurate condition index, since it may be used to conveniently obtain the stress profiles and deflected shapes of a bridge under any loading pattern. In addition to the specific monitoring and analysis of the two stringer bridges of concern for this project, several aspects of the general research program have been dramatically improved over the course of this project. For example, the diagnostic tools of truckload testing and influence line identification have been streamlined to the extent that a well-defined testing plan can be conducted within several hours and processed insitu to provide real-time rating factors for the strength capacity and/or fatigue life of the structure based upon the American Association of State Highway and Transportation Officials (AASHTO) specifications. This step was necessary for the real-time collection and processing for truck traffic datum. An intelligent sensor system was created for HAM-126-0881L to monitor structural condition and report to officials. This necessitated the above algorithms that transform a controlled truckload test into AASHTO rating factors, but employed automatically with the input from the WIM scale and video camera to monitor truck traffic in real time to assess bridge condition. Remote desktop control from a Windows-based interface provides secure and immediate access for the bridge engineer, but a website interface (http://www.uc.edu/ucii/) provides efficient worldwide access. KW - Algorithms KW - Bridge abutments KW - Bridge decks KW - Bridge design KW - Cincinnati (Ohio) KW - Condition surveys KW - Diagnostic tests KW - Evaluation KW - Force KW - Girder bridges KW - Instrumentation KW - Long term KW - Modal testing KW - Monitoring KW - Nondestructive tests KW - Ratings KW - Real time information KW - Reinforced concrete KW - Sensors KW - Steel structures KW - Stresses KW - Stringers KW - Structural analysis KW - Technology KW - Testing KW - Truckload tests KW - Video cameras KW - Weigh in motion scales UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A63124344 UR - https://trid.trb.org/view/772383 ER - TY - RPRT AN - 01019175 AU - Eisele, William L AU - Toycen, Casey M AU - Texas Transportation Institute AU - Southwest Region University Transportation Center AU - Federal Highway Administration TI - Identifying and Quantifying Operational and Safety Performance Measures for Access Management: Micro-Simulation Results PY - 2005/08 SP - 105p AB - This research report summarizes the activities of a research project intended to identify and quantify appropriate operational and safety performance measures that can be used for investigating access management treatments. Specifically, the research had three objectives: 1) assess the state-of-the-practice relative to performance measures that are applicable to access management and identify existing and/or new measures—particularly measures that can capture the safety benefits of access management treatments, 2) perform micro-simulation using the identified measures on two selected case study corridors and on three theoretical corridors to demonstrate the application of the measures, and 3) develop guidance for applying the performance measures for evaluating roadway improvements that include access management treatments (e.g., raised medians, driveway consolidation) and incorporating them into the transportation planning process. The research will be useful to practitioners as it identifies desirable input and output characteristics for individuals searching for a micro-simulation tool to use for assessing the impacts of access management. It also identifies surrogate safety measures related to time-to-collision (TTC), and incorporates them into a micro-simulation model (VISSIM) as a demonstration of how both safety and operational impacts might be investigated in the same software package. Generally, the results appear intuitive—particularly at lower volumes and for the theoretical corridors. The research report also discusses how the safety measures can be incorporated into the traditional transportation planning process. It also cautions that corridor improvements are very case specific and illustrates how micro-simulation, when calibrated appropriately to field conditions, provides a tool to estimate the effects of combined corridor characteristics. Finally, the research report concludes with future research needs that can enhance the state-of-the-practice in this area. KW - Access control (Transportation) KW - Case studies KW - Driveways KW - Future KW - Highway corridors KW - Highway operations KW - Highway safety KW - Improvements KW - Medians KW - Microsimulation KW - Needs assessment KW - Performance measurement KW - Research KW - Software packages KW - State of the practice KW - Time-to-collision KW - VISSIM (Computer model) UR - http://swutc.tamu.edu/publications/technicalreports/167725-1.pdf UR - https://trid.trb.org/view/771950 ER - TY - RPRT AN - 01019102 AU - Rizos, Dimitris C AU - Ziehl, Paul H AU - Petrou, Michael F AU - Harries, Kent A AU - Parler, David AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Flexural Retrofit of Bridges Using CFRP Systems Volume II Bridge Slabs PY - 2005/08 SP - 186p AB - Although a highway bridge may have a 100-year design life, the bridge deck or slab requires significant maintenance in as few as 7 years and may require replacement in as few as 20 years. Thus a bridge may require multiple slab replacements over its life. Fatigue of the reinforcing steel in concrete and deterioration due to chloride exposure from deicing salts have increased the deterioration process of many reinforced concrete bridge decks. Extensive cracking of concrete due to freeze-thaw action and increasing load capacity requirements due to increased traffic loads are some other reasons why the strengthening of many bridge decks is needed. Many building slabs are also in need of strengthening as well due to changes in occupancy requiring higher load carrying capacity. The bonding of fiber reinforced polymer (FRP) composite materials to the tension face of a concrete element can greatly increase its flexural strength. In practice, the strengthening of concrete slab structures is one of the most important applications of FRP systems. The effectiveness of externally bonded FRP reinforcement to concrete is critically dependent on the bond between FRP and concrete. The objective of this research project is to examine practical and economical retrofit schemes for the repair of deficient slab systems. Two different slab systems were tested. The first involved a one-way flexural system. These five slabs had their original field retrofit removed and a new retrofit was applied in the lab, which involved the bonding of pultruded carbon fiber reinforced polymer (CFRP) strips to the slab's soffit. The second system involved testing slabs in two-way flexure. Two different retrofit systems were tested for the two-way slabs. The first involved the bonding of CFRP grid reinforcement to the slab's soffit. The second involved the bonding of CFRP strips to the slab's soffit in both directions making a grid pattern. For both slab systems, tests were performed by monotonic loading of the slabs to failure and fatigue loading of the slabs to failure was carried out. KW - Bearing capacity KW - Bonding KW - Bridge decks KW - Carbon fibers KW - Chlorides KW - Composite materials KW - Cracking KW - Deicing chemicals KW - Deterioration KW - Failure KW - Fatigue (Mechanics) KW - Fatigue loads KW - Flexural strength KW - Freeze thaw durability KW - Highway bridges KW - Monotonic loads KW - Rehabilitation (Maintenance) KW - Reinforced concrete bridges KW - Reinforcing steel KW - Repairing KW - Retrofitting KW - Slabs KW - Testing KW - Traffic loads UR - https://trid.trb.org/view/771781 ER - TY - RPRT AN - 01019051 AU - Rizos, Dimitris C AU - Ziehl, Paul H AU - Petrou, Michael F AU - Harries, Kent A AU - Aidoo, John AU - Quattlebaum, Josh AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Flexural Retrofit of Bridges Using CFRP Systems Volume I Bridge Girders PY - 2005/08 SP - 266p AB - The research presented here is a comparative study of the static and fatigue performance of reinforced concrete beams retrofit with three different commercially available methods of flexural strengthening using Carbon Fiber Reinforced Polymer (CFRP) materials, i.e.,: Conventional Adhesive Applied (CAA), Near Surface Mounted (NSM), and Powder Actuated Fastened (PAF). Both small-scale and full-scale beam were investigated. The small-scale beams spanned 4,572 mm (180 in.) and measured 254 mm (10 in.) deep and 152 mm (6 in.) wide. Ten small-scale beams were investigated. Nine of the beams were strengthened with CFRP composites and the remaining specimen was used as a control specimen. Of the ten specimens, six strengthened specimens were tested under cyclic loading conditions. Four specimens, three retrofit and one control, were tested monotonically to failure. Results from the small-scale experimental study indicated that all three of the methods of Fiber Reinforced Polymer (FRP) application investigated resulted in significant strength increases over the control specimen under monotonic conditions. Concrete crushing was the primary failure mode for all of the monotonic specimens, with the exception of the CAA specimen which failed through midspan debonding. Additionally, the test findings point to the fact that the CAA method was outperformed by the other methods under cyclic conditions. Results and observations from this study also indicated that the NSM and PAF applications exacerbate a potentially weak splitting plane around the level of the internal reinforcement due to the termination of the fasteners (PAF) and the FRP (NSM) at this location. Further discussion pertaining to the practicality, performance, and cost is presented for each of the methods of retrofit examined within this study. Eight full-scale reinforced concrete bridge girders having three different carbon FRP (CFRP) retrofit systems were tested under both monotonic and fatigue loads. Analytical models for predicting debonding failure were evaluated for their ability to capture experimentally observed behavior and were used to develop an understanding of the parameters affecting the midspan debonding mechanism and how such debonding failures can be mitigated. Additionally, a finite element (FE) model was used in a parametric study intended to investigate the state of stress at the crack tip as a midspan debonding crack propagates along the FRP-concrete interface. Through this investigation it was intended to provide analytical verification of the assumed interface crack behavior and to attempt to correlate this behavior with a practical benchtop debonding test. Results of this study indicate that all three CFRP flexural strengthening measures employed were sufficient to allow the girders to carry the current HS25 design load with little nonlinear deformation. Under cyclic loads, the durability of the bond was observed to degrade. Midspan debonding failure can be predicted using the intermediate crack induced debonding models provided they account for the ratio of FRP plate to substrate width and loading and specimen geometry. Finally, the state of stress at an interface crack tip in a reinforced beam under flexural testing is dominated by shear stresses. This is contrary to the behavior obtained in using the modified double cantilever beam (MDCB) test method, where a mixed mode behavior dominated by peel stresses has been observed. Therefore, to be able to use such tests to study the bond behavior in a real structure would require a change in the set up so that the shear stresses become dominant. KW - Analytical models KW - Beams KW - Bonding KW - Bridges KW - Carbon fibers KW - Concrete KW - Costs KW - Crushing KW - Debonding KW - Deformation KW - Design load KW - Durability KW - Failure KW - Fasteners KW - Fatigue loads KW - Fatigue strength KW - Finite element method KW - Flexural strength KW - Girders KW - Monotonic KW - Performance KW - Reinforced concrete KW - Repeated loads KW - Retrofitting KW - Shear stress KW - Stress cracking KW - Testing UR - https://trid.trb.org/view/771780 ER - TY - RPRT AN - 01018755 AU - Li, Qilin AU - Kegley, Laura AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Assessing the Effectiveness and Environmental Impacts of Using Natural Flocculants to Manage Turbidity PY - 2005/08//Final Report SP - 84p AB - The objective of this research was to determine the feasibility of using chitosan as a natural flocculant to control turbidity during in-stream construction work. A series of field tests in Oak Creek, Corvallis, OR were conducted in order to test the effectiveness for turbidity control and the environmental impacts of applying chitosan directly into a stream environment. No significant removal was obtained with chitosan doses up to 0.5 mg/L under the conditions tested, mostly due to high pH of the creek and other unfavorable water quality parameters. Water quality analysis for total organic carbon, total phosphorus, total Kjeldahl nitrogen, and biochemical oxygen demand showed that chitosan does not adversely impact the aquatic environment at low doses. Due to the inconclusiveness of the field test data, a series of bench-scale tests were conducted to evaluate the effectiveness of chitosan under controlled conditions, as well as its responses to different test conditions, e.g. pH, initial turbidity, chitosan dose and sediment type. The bench scale tests were conducted using water collected from Oak Creek and a standard jar tester. It was found that flocculation efficiency depends strongly on sediment type. However, the most critical factor that determines the effectiveness of chitosan seems to be an unidentified water quality parameter, which is likely related to the organic matter in the stream. KW - Bench-scale tests KW - Construction KW - Corvallis (Oregon) KW - Environmental impacts KW - Field tests KW - Flocculating agents KW - pH value KW - Sediments KW - Streams KW - Turbidity KW - Water quality UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/AssessingTheEffectAndEnvir.pdf UR - https://trid.trb.org/view/772953 ER - TY - RPRT AN - 01016447 AU - Wright, Stephen G AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design Guidelines for Multi-Tiered MSE Walls PY - 2005/08//Technical Report SP - 118p AB - TxDOT is experiencing wider use of multi-tiered MSE and Concrete Block retaining walls. These walls often involve loads and geometric configurations that are different from the ones for which current FHWA and AASHTO design guidelines were developed. Accordingly, the current research project was undertaken. A review and detailed examination of the current guidelines and their application to multitiered walls has been completed and presented in an earlier project report. This review also included examination and additional analyses of a number of multi-tiered walls that were designed and built for TxDOT. This current report presents new guidelines for design of tiered MSE walls. For simple walls the design is facilitated by the use of design charts that were developed as part of this study and are presented in this report. For more complex walls, step-by-step procedures are presented. Use of the design procedures is demonstrated by application to several actual walls that were designed and constructed for TxDOT. KW - Concrete blocks KW - Design KW - Geotechnical engineering KW - Guidelines KW - Mechanically stabilized earth KW - Multitiered walls KW - Procedures KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4485_2.pdf UR - https://trid.trb.org/view/772497 ER - TY - RPRT AN - 01018745 AU - Agarwal, Manish AU - Maze, Thomas H AU - Souleyrette, Reginald AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Impact of Weather on Urban Freeway Traffic Flow Characteristics and Facility Capacity PY - 2005/08//Final Technical Report SP - 20p AB - Adverse weather reduces the capacities and operating speeds on roadways, resulting in congestion and productivity loss. A thorough understanding of the mobility impacts of weather on traffic patterns is necessary to estimate speed and capacity reductions. Nearly all traffic engineering guidance and methods used to estimate highway capacity assume clear weather. However, for many northern states, inclement weather conditions occur during a significant portion of the year. This paper describes how the authors quantified the impact of rain, snow, and pavement surface conditions on freeway traffic flow for the metro freeway region around the Twin Cities. The research database includes four years of traffic data from in-pavement system detectors, weather data over the same period from 3 automated surface observing systems (ASOS), and two years of available weather data from 5 road weather information systems (RWIS) sensors at the freeway’s roadside. The research classifies weather events by their intensities and identifies how changes in weather type and intensities impact the speed, headways, and capacity of roadways. Results indicate that severe rain, snow, and low visibility cause the most significant reductions in capacities and operating speeds. Rain (more than 0.25 in./hr), snow (more than 0.5 in./hr), and low visibility (less than 0.25 mi) showed capacity reductions of 10%-17%, 19%-27%, and 12% and speed reductions of 4%-7%, 11%-15%, and 10%-12%, respectively. Speed reductions due to heavy rain and snow were found to be significantly lower than those specified by the Highway Capacity Manual 2000. KW - Databases KW - Freeways KW - Headways KW - Highway capacity KW - Highway Capacity Manual KW - Operating speed KW - Rain KW - Reduced visibility KW - Road weather information systems KW - Snow KW - Traffic data KW - Traffic flow KW - Twin Cities Metropolitan Area (Minnesota) KW - Urban areas KW - Weather conditions UR - http://www.ctre.iastate.edu/reports/weather_impacts.pdf UR - https://trid.trb.org/view/772850 ER - TY - RPRT AN - 01015088 AU - Vest, Adam AU - Stamatiadis, Nikiforos AU - Clayton, Adam AU - Pigman, Jerry AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Effect of Warning Signs on Curve Operating Speeds PY - 2005/08//Final Report SP - 44p AB - The objective of this study is to evaluate the use of several warning signs and warning methods to identify those that have the greatest impact on reducing vehicle speeds when traversing a horizontal curve. Three sites were selected from a list of proposed sites for the testing of the various warning methods. Each warning treatment was installed and a five-day waiting period was allowed before operating speeds for the treatments were measured. The results of the various warning methods were mixed, however, some warning treatments were able to reduce operating speeds on a consistent basis. The most effective of these treatments were the transverse lines, the new combination Horizontal Alignment/Advisory Speed sign, and flashing lights on both the existing warning sign and new combination warning sign. It should also be noted here that for all three sites, a reduction in the average of the speeds over the 85th percentile speed was observed, indicating that most of the treatments have a reducing effect on the most unsafe driving, those traveling above the 85th percentile speed. KW - Field studies KW - Flashing lights KW - Highway curves KW - Horizontal curvature KW - Operating speed KW - Road markings KW - Speed reduction KW - Warning signs UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_20_SPR_259_03_1F.pdf UR - https://trid.trb.org/view/771583 ER - TY - RPRT AN - 01015055 AU - Hughes, John J AU - Bridenbaugh, Garth AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Evaluation of Tuf-Strand Fiber Concrete Additive PY - 2005/08//Construction Report SP - 29p AB - The purpose of this research project is to evaluate the constructability, material and design performance of a Tuf-Strand polypropylene fiber reinforced Class AA concrete used in a concrete patch. The Tuf-Strand fibers will be used as a concrete additive that will replace the welded wire fabric reinforcement used in concrete patches. KW - Additives KW - Fiber reinforced concrete KW - Fibers KW - Patching KW - Polypropylene KW - Repairing UR - https://trid.trb.org/view/769530 ER - TY - RPRT AN - 01015051 AU - Boyle, Michael AU - Ahluwalia, Manjeet AU - Valley Forge Laboratories, Incorporated AU - Lichtenstein Consulting Engineers, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Materials-Related Forensic Analysis and Specialized Testing: "Synthetic Fiber Reinforced Cement Concrete for Highway Construction Applications" PY - 2005/08//Final Report SP - 35p AB - The purpose of this research is to develop design and use guidelines for inclusion in Design Manual Part 2 (pavements) or 4 (structures) as appropriate and revise an existing specification, standard special provision, or provisional special provision or develop a new document for both conventional and High Performance Concrete (HPC) in standard Pennsylvania Department of Transportation format that allows the use of synthetic fibers as reinforcement in cement concrete (SNFRCC) in highway construction applications. The new documents are to be supported by a current literature search, literature review, contacts and investigation of recent applications of SNFRCC in the City of Philadelphia, Port Authority of Allegheny County, and other highway agencies. A second objective is to update and format the previously developed design and use guidelines and standard special provision for steel fiber reinforced cement concrete for inclusion in Design Manual Part 4 for both conventional and HPC full depth and overlay bridge deck applications. Steel fiber reinforcement is supported by past Department research reports and applications in bridge decks within the Department and the Pennsylvania Turnpike Commission. KW - Bridge decks KW - Concrete KW - Concrete pavements KW - Design standards KW - Fiber reinforced concrete KW - Guidelines KW - High performance concrete KW - Pennsylvania KW - Specifications KW - Steel fibers KW - Synthetic fibers UR - https://trid.trb.org/view/769531 ER - TY - RPRT AN - 01015047 AU - Mokwa, Robert L AU - Fridleifsson, Stefan AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - Soil Air Voids Method for Compaction Control PY - 2005/08//Final Report SP - 104p AB - This research project was structured to evaluate the air voids method as a means of assessing the quality of a compacted layer of soil. A literature review was conducted to examine existing published information on the air voids method and to explore how extensively others have used the method. Laboratory testing was conducted to gather information for a variety of soils and to identify potentially suitable and potentially problematic soil types. The laboratory testing program included particle size gradation, hydrometer, Atterberg limits, relative density, specific gravity and impact compaction tests. Data from over 20 Montana Department of Transportation soil survey reports was collected, categorized, and reviewed to statistically examine trends in regards to compaction parameters and the use of the air voids method. The advantages of the air voids method lie in its practicality and ease of use. However, based on the testing and analyses conducted, it is clear that this method should be considered applicable on a limited basis, only. Results from this study indicate that the air voids method of compaction control should not be used on a project unless the relationship between air voids and percent relative compaction is carefully established. The approach should only be considered on projects that have been thoroughly evaluated during the soil survey study using recommendations described in this report as guidelines. KW - Air voids KW - Atterberg limits KW - Density KW - Geological surveying KW - Grain size (Geology) KW - Hydrometers KW - Laboratory tests KW - Literature reviews KW - Quality control KW - Soil compaction KW - Soil compaction test KW - Soils KW - Specific gravity UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/airvoids/final_report.pdf UR - http://ntl.bts.gov/lib/45000/45800/45838/final_report60.pdf UR - https://trid.trb.org/view/768723 ER - TY - RPRT AN - 01014942 AU - Murray, Y D AU - Reid, J D AU - Faller, R K AU - Bielenberg, B W AU - Paulsen, T J AU - ARTEK, Incorporated AU - University of Nebraska, Lincoln AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Evaluation of LS-DYNA Wood Material Model 143 PY - 2005/08//Final Report SP - 152p AB - Calculations are performed with the finite element code LS-DYNA to evaluate the performance of wood material model 143 and to set default material properties for southern yellow pine and Douglas fir. Correlations with published test data include static bending and compression simulations of dry timbers, static bending of saturated posts, and dynamic simulation of saturated posts impacted by bogie vehicles. The companion manual to this report is: Manual for LS-DYNA Wood Material Model 143 (FHWA-HRT-04-097). KW - Bending KW - Compression KW - Douglas fir tree KW - Dynamic tests KW - Evaluation KW - Properties of materials KW - Simulation KW - Southern yellow pine KW - Static tests KW - Wood UR - http://www.fhwa.dot.gov/publications/research/safety/04096/ UR - https://trid.trb.org/view/771482 ER - TY - RPRT AN - 01014875 AU - Gurley, Kurt AU - Washburn, Scott S AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Probabilistic Assessment of Bridge Loading Concurrent with Permit Vehicles PY - 2005/08//Final Report SP - 124p AB - The presence of a single permit vehicle on a bridge in addition to the loads from standard weight vehicles is arguably accounted for implicitly in the multi-presence factors in the American Association of State Highway and Transportation Officials (AASHTO) code. However, the presence of multiple permit vehicles may conceivably exceed the capacity of the bridge. This study provides guidance for determining the loads that should be considered concurrent for the purpose of calculating appropriate bridge operating ratings. The study presents a statistical analysis of permit vehicles (vehicles that exceed 80,000 lb) traveling in close proximity to each other over bridges within the State of Florida. The objective is to find the likelihood of exceeding various combined weights of concurrent permit vehicles on a bridge. The sources of data for this study are the weigh in motion (WIM) records from 37 WIM stations in Florida, collected between January 1998 and August 2003. The study presents results from the four most heavily traveled WIM stations. A concurrent permit vehicle occurrence is defined as two or more permit vehicles that are within close enough proximity to each other as to span a total distance no longer than the average length of all bridges within a 15-mi radius of the given WIM station. In this manner, the probability of concurrent vehicles exceeding various weight thresholds is extrapolated from the actual measurement location (WIM station) to those bridges within 15 mi of the station and along the same route. It is shown that, within any given month, there is a high probability of more than one permit vehicle concurrently crossing bridges along major traffic routes. Further, there is an appreciable likelihood that the combined weight of these concurrent permit vehicles will exceed 250,000 lbs within any given month. The specific probabilities are quantified within the report for the four WIM stations analyzed. KW - Bearing capacity KW - Bridges KW - Concurrent permit vehicles (Bridge passage) KW - Florida KW - Load limits KW - Load ratings KW - Overload permits (Bridge passage) KW - Overweight loads KW - Probabilistic analysis KW - Statistical analysis KW - Weigh in motion KW - Weigh stations UR - https://trid.trb.org/view/768707 ER - TY - RPRT AN - 01011196 AU - Zimmerman, Karl H AU - Bonneson, James A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - In-Service Evaluation of a Detection-Control System for High-Speed Signalized Intersections PY - 2005/08//Technical Report SP - 48p AB - Traffic engineers are often faced with operational and safety challenges at rural, high speed signalized intersections. Vehicle-actuated control, combined with multiple advance detectors, is often used to improve operations and safety. However, this type of detection and control has not always resulted in a significant number of crashes. Crashes sometimes continue to occur at high-speed intersections, and delays to traffic movements can be unnecessarily long. An innovative detection-control system was developed for the Texas Department of Transportation to minimize both delay and crash frequency at rural intersections. This system was subsequently implemented at several intersections in Texas and its safety and operational benefits were evaluated. This report documents the findings and conclusions reached as a result of a three-year implementation project. The Detection-Control System was installed at each of eight intersection in Texas during the three-year period. Five of the intersections were suitable for a before-after study of safety and operational data. An evaluation of the before-after data indicated that the Detection-Control System was able to reduce delay by 14%, stop frequency by 9%, red-light violations by 58%, heavy-vehicle red-light violations by 80%, and severe crash frequency by 39%. KW - Before and after studies KW - Crash rates KW - High speed roads KW - Highway safety KW - Red light running KW - Rural highways KW - Signalized intersections KW - Stopping KW - Traffic actuated controllers KW - Traffic delays KW - Vehicle detectors UR - http://tti.tamu.edu/documents/5-4022-01-1.pdf UR - https://trid.trb.org/view/767664 ER - TY - RPRT AN - 01010926 AU - Washington, Simon P AU - Shin, Kangwon AU - University of Arizona, Tucson AU - Arizona Department of Transportation AU - Federal Highway Administration TI - The Impact of Red Light Cameras (Automated Enforcement) on Safety in Arizona PY - 2005/08//Final Report SP - 139p AB - Red Light Cameras (RLCs) have been used in a number of U.S. cities to yield a demonstrable reduction in red light violations; however, evaluating their impact on safety (crashes) has been relatively more difficult. Accurately estimating the safety impacts of RLCs is challenging for several reasons. First, many safety related factors are uncontrolled and/or confounded during the periods of observation. Second, "spillover" effects caused by drivers reacting to non-RLC-equipped intersections and approaches can make the selection of comparison sites difficult. Third, sites selected for RLC installation may not be randomly selected, and as a result may suffer from the regression to the mean effect. Finally, crash severity needs to be considered to fully understand the safety impacts of RLCs. With these challenges in mind this study was designed to estimate the safety impacts of RLCs on traffic crashes at signalized intersections in the state of Arizona and to identify which factors are associated with successful installations. RLC equipped intersections in the cities of Phoenix and Scottsdale are examined in detail to draw conclusions as to the relative success of RLC programs in these two jurisdictions. Both jurisdictions are operating successful installations of RLCs. Factors related to RLC effectiveness appear to include crash type and severity, left-turn phasing, presence of warning signs, approach speeds, and signal timing. Recommendations are made as to under what conditions should RLCs be considered. KW - Arizona KW - Automated enforcement KW - Cameras KW - Crash severity KW - Crash types KW - Impact studies KW - Left turn phase KW - Phoenix (Arizona) KW - Recommendations KW - Red light running KW - Scottsdale (Arizona) KW - Signalized intersections KW - Speed KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety KW - Traffic signal timing KW - Warning signs UR - http://ntl.bts.gov/lib/25000/25000/25016/AZ550.pdf UR - https://trid.trb.org/view/767160 ER - TY - RPRT AN - 01006612 AU - Glover, Charles J AU - Davison, Richard R AU - Domke, Chris H AU - Ruan, Yonghong AU - Juristyarini, Pramitha AU - Knorr, Daniel B AU - Jung, Sung H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a New Method for Assessing Asphalt Binder Durability with Field Validation PY - 2005/08 SP - 334p AB - This project was a comprehensive study directed at developing an improved method of screening asphalt binders for long-term pavement performance. A new dynamic shear rheometer (DSR) function, G'/(eta'/G'), and a new aging procedure should warn of premature asphalt hardening and resulting fatigue cracking. For unmodified asphalts the new DSR function correlated well with ductility (at 15 deg C, 1 cm/min) below 10 cm. The correlation was originally developed for DSR measurements at 15 deg C and 0.005 rad/s. These conditions were time-temperature superposition shifted to 44.7 deg C and 10 rad/s to produce a method that is easily accessible to standard laboratory rheological equipment and methods. The recommended aging procedure uses the pressure aging vessel (PAV) apparatus but takes advantage of the higher average aging rate when the asphalt is aged in thinner films. This change, combined with somewhat longer aging, results in a more rigorous test of durability than the standard PAV method. At the same time, the resulting rankings of aged materials are more representative of rankings that are obtained from aging at atmospheric air pressure and 60 deg C. For modified asphalts, the results were complex. Generally for a given value of the DSR function, the ductility was better than indicated by the unmodified asphalt DSR-ductility correlation. Larger amounts of modifier produced increasing values of ductility for a given function value. This result was very asphalt dependent, however, so no general correlation could be found. As modified binders oxidize, the asphalt hardens and the improvement to ductility imparted by modifiers decreases. After enough aging, the improvement is gone and modified binders perform no better than their aged unmodified counterpart. A critical issue is whether the life extension produced by modifiers is life-cycle cost effective. Long-Term Pavement Performance (LTPP) and SH 21 binders indicate: sealcoats may provide an opportunity for significant and very cost-effective in-place binder rejuvenation; G'/(eta'/G') is an excellent function for tracking pavement aging; pavements can oxidize rather uniformly with depth; brittle binders can be tolerated in stiff pavements; aggregates appear to have little effect on asphalt oxidation reactions; rolling thin-film oven tests plus PAV aging is not severe aging, in the context of pavement life. KW - Aging (Materials) KW - Asphalt hardening KW - Bituminous binders KW - Cracking KW - Ductility KW - Durability KW - Fatigue (Mechanics) KW - Laboratory tests KW - Life cycle costing KW - Oxidation KW - Pressure aging vessels KW - Rejuvenation KW - Rheometers KW - Rolling thin film oven test KW - Seal coats UR - https://trid.trb.org/view/761981 ER - TY - RPRT AN - 01006610 AU - Carson, Jodi L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Strategies for Interim Use of Managed Lanes PY - 2005/08 SP - 100p AB - Although managed lanes will largely function under their intended standard operating procedures, certain conditions (i.e., construction, special events, incidents, or emergencies) may require unusual interim use of the facilities. Because interim managed lane use may detract from the facilities' intended performance, carefully crafted interim use policies should guide these decisions. Given the lack of formal policies or guidelines, variability in observed practices and limited understanding of potential benefits or concerns surrounding interim use of managed lanes (noted through a review of published literature and observed national practice), the objectives of this task were to: (1) discern any positive procedural trends in interim managed lane use that could be recommended for widespread implementation, (2) identify and describe potential benefits and concerns surrounding interim use of managed lanes, and (3) assimilate this information into recommended guidelines addressing all aspects of managed lane facility interim use. This information forms the basis of the recommendations contained in the "Managed Lanes Manual" developed for the Texas Department of Transportation and the Federal Highway Administration. Following a brief introduction, this report describes motivating conditions and strategies for interim use, general considerations for interim use (i.e., operational and safety effects, public acceptance and perceptions, etc.), and national interim use practice and experience. Based on these findings, recommendations for interim use are provided with regard to: (1) the severity and nature of conditions; (2) the time-of-day, anticipated duration, and traffic impacts; and (3) the availability of alternative facilities or strategies. Recommended planning activities and requirements for implementation are also provided. KW - Construction KW - Decision making KW - Emergencies KW - Emergency management KW - Guidelines KW - Implementation KW - Incident management KW - Literature reviews KW - Managed lanes KW - Policy KW - Recommendations KW - Special events KW - State of the practice KW - Strategic planning KW - Traffic incidents UR - http://tti.tamu.edu/documents/0-4160-20.pdf UR - https://trid.trb.org/view/761984 ER - TY - RPRT AN - 01005773 AU - Barker, Michael G AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Performance and Serviceability of HPS Girders, MO 224, Lafayette County PY - 2005/08//Final Report SP - 130p AB - The Missouri Department of Transportation (MoDOT) built the state's first high performance steel (HPS) bridge in 2002. MoDOT Bridge A6101 uses HPS70W in the design of the 138 ft - 138 ft two-span, five girder bridge. Design calculations show that using HPS only in the highly stressed regions (hybrid design) led to a superstructure steel weight savings of nearly 17% and an estimated cost savings of approximately 11% compared to a conventional 50ksi bridge. The University of Missouri-Columbia worked with MoDOT to instrument, field test, analyze and evaluate the performance of the completed bridge. The tests concentrated on strength and serviceability behavior of the structure. The serviceability field testing of Bridge A6101 confirms that MoDOT uses conservative deflection criteria. The MoDOT approach significantly overestimates the measured deflections. The strength performance testing involved comparing design capacities to equivalent experimental design capacities. For design, the minimum design capacity is an HS23.8 truck loading whereas the critical experimental design capacity is an HS26.2. Thus, this bridge does exhibit additional capacity over the design prediction. Although design predictions seem to be conservative for interior girders, they may be unconservative for exterior girders. The future of HPS is promising in Missouri. HPS70W is a superior steel that can lead to more economical bridges than conventional 50ksi designs. HPS can produce significant savings, especially when used in hybrid designs with 50W or HPS50W. However, the conservative serviceability procedures used by some state departments of transportation, such as MoDOT, will cause many HPS designs to be controlled by deflection, such as A6101 was, instead of strength parameters, which negates the benefit of using higher strength materials KW - Bearing capacity KW - Bridge design KW - Bridge superstructures KW - Case studies KW - Deflection KW - Design capacity KW - Field tests KW - Girder bridges KW - Girders KW - High performance steel KW - Hybrid design KW - Instrumentation KW - Metal bridges KW - Missouri KW - Missouri Department of Transportation KW - Performance tests KW - Serviceability KW - Strength of materials KW - Structural analysis UR - http://library.modot.mo.gov/RDT/reports/Ri00059/or06002.pdf UR - https://trid.trb.org/view/761884 ER - TY - RPRT AN - 01005752 AU - Barker, Michael G AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Shear Tests of High Performance Steel Hybrid Girders PY - 2005/08//Final Report SP - 155p AB - High performance steel (HPS) has been used in hundreds of bridges in the United States. A large percentage of these bridges have used HPS in the form of hybrid girder design. One limit with hybrid girder design, which decreases the beneficial aspects, is that tension field action (TFA) is not allowed when determining the shear capacity. The objective of this research is to validate the tension field action behavior in hybrid plate girders. The goal is to allow TFA in hybrid girders resulting in more economical design of steel bridges. This report includes a thorough presentation of TFA and moment-shear interaction in plate girders, and in particular hybrid plate girders. It presents a comprehensive presentation on experimental test girders with a detailed analysis and examination of test behaviors. As a result of this work, in addition to work of others cited, TFA for hybrid girders has been adopted by American Association of State Highway and Transportation Officials (AASHTO) or bridges and removal of the moment-shear interaction has been adopted by AASHTO for bridges and American Institute of Steel Construction for buildings. KW - American Association of State Highway and Transportation Officials KW - American Institute of Steel Construction KW - Bridge design KW - Design standards KW - Girders KW - High performance steel KW - Hybrid design KW - Moment-shear interaction KW - Moments (Mechanics) KW - Plate girders KW - Shear properties KW - Shear tests KW - Structural steel KW - Tensile field action KW - Tensile properties UR - https://trid.trb.org/view/761944 ER - TY - RPRT AN - 01003782 AU - McGhee, Kevin K AU - Clark, Trenton M AU - Reid, Robert A AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A Performance Baseline for Stone Matrix Asphalt PY - 2005/08//Final Report SP - 24p AB - In 2003, Virginia launched an expanded commitment to stone matrix asphalt (SMA). By the end of 2004, contracts that encompassed nearly 400,000 tons of SMA had been awarded and most of the material produced and placed. During this 2-year timeframe, more construction districts and contractors were engaged in the design, production, and placement of SMA than at any time in the history of the Virginia Department of Transportation (VDOT). Most were experiencing it for the first time. This report documents many aspects of the 2003/2004 SMA "implementation initiative." It summarizes and presents detailed information on costs and quantities, volumetric properties, compaction, permeability, aggregate quality, and initial functional character (ride and friction) for SMA pavements placed during the 2003 and 2004 seasons. SMA is a complex and expensive hot mix asphalt (HMA) material. Carefully documenting (or "baselining") today's experiences and understanding the consequences in terms of lifetime costing are important keys to the continued successful deployment of the best HMA technologies for Virginia. If the cost savings associated with SMA (as identified by the National Asphalt Pavement Association) continue and are applied to only the 14% of VDOT's annual program allotted to SMA in 2005, the fruits of this research can contribute to more than $14 million per year in savings. KW - Aggregates KW - Compaction KW - Costs KW - Friction KW - Hot mix asphalt KW - Life cycle costing KW - Permeability KW - Ride quality KW - Stone matrix asphalt KW - Virginia KW - Volumetric properties UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r3.pdf UR - http://ntl.bts.gov/lib/37000/37200/37257/06-r3.pdf UR - https://trid.trb.org/view/760289 ER - TY - RPRT AN - 01003767 AU - Al-Qadi, Imad L AU - Diefenderfer, Stacey AU - Loulizi, Amara AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Fatigue Life Characterization of Superpave Mixtures at the Virginia Smart Road PY - 2005/08//Final Contract Report SP - 60p AB - Laboratory fatigue testing was performed on six Superpave hot mix asphalt (HMA) mixtures in use at the Virginia Smart Road. Evaluation of the applied strain and resulting fatigue life was performed to fit regressions to predict the fatigue performance of each mixture. Differences in fatigue performance due to field and laboratory production and compaction methods were investigated. Also, in-situ mixtures were compared to mixtures produced accurately from the job mix formula to determine if changes occurring between the laboratory and batch plant significantly affected fatigue life. Results from the fatigue evaluation allowed verification of several hypotheses related to mixture production and compaction and fatigue performance. It was determined that location within the pavement surface, such as inner or outer wheelpath or center-of-lane, did not significantly affect laboratory fatigue test results, although the location will have significant effects on in-situ fatigue life. Also the orientation of samples cut from an in-situ pavement (parallel or perpendicular to the direction of traffic) had only a minor effect on the laboratory fatigue life, because the variability inherent in the pavement due to material variability is greater than the variability induced by compaction. Fatigue life of laboratory-compacted samples was found to be greater than fatigue life of field-compacted samples; additionally, the variability of the laboratory-compacted mixture was found to be less than that of the field-compacted samples. However, it was also found that batch-plant production significantly reduces specimen variability as compared to small-batch laboratory production when the same laboratory compaction is used on both specimen sets. Finally, for Smart Road mixtures produced according to the job mix formula, the use of polymer-modified binder or stone matrix asphalt was shown to increase the expected fatigue life. However, results for all mixes indicated that fatigue resistance rankings might change depending on the applied strain level. This study contributes to the understanding of the factors involved in fatigue performance of asphalt mixtures. Considering that approximately 95% of Virginia's interstate and primary roadways incorporate asphalt surface mixtures, and that fatigue is a leading cause of deterioration, gains in the understanding of fatigue processes and prevention have great potential payoff by improving both the mixture and pavement design practices. KW - Asphalt mixtures KW - Compaction KW - Fatigue life KW - Fatigue tests KW - Field tests KW - Hot mix asphalt KW - Laboratory tests KW - Mix design KW - Pavement performance KW - Polymer asphalt KW - Production KW - Stone matrix asphalt KW - Strain (Mechanics) KW - Superpave KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-cr1.pdf UR - http://ntl.bts.gov/lib/37000/37200/37254/06-cr1.pdf UR - https://trid.trb.org/view/760272 ER - TY - RPRT AN - 01003745 AU - Allan, Jonathan C AU - Geitgey, Ron AU - Hart, Roger AU - Oregon Department of Geology and Mineral Industries AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Dynamic Revetments for Coastal Erosion in Oregon PY - 2005/08//Final Report SP - 108p AB - Gravel beaches have long been recognized as one of the most efficient forms of "natural" coastal protection, and have been suggested as a form of shore protection. "Cobble berms," "dynamic revetments" or "rubble beaches" involve the construction of a gravel beach at the shore, in front of the property to be protected. These structures are effective in defending properties because the sloping, porous cobble beach is able to disrupt and dissipate the wave energy by adjusting its morphology in response to the prevailing wave conditions. Dynamic revetments are much easier and cheaper to construct than a conventional riprap revetment or seawall. They are also aesthetically pleasing compared with "hard" engineered solutions. There remain, however, unanswered questions about their design particularly along the high-energy Oregon coast--the sizes and types of gravel to be used, their slopes and crest elevations, the volume of material to be included in the berm, and where the material may be obtained to construct such features. This study involved an examination of the morphological and sedimentary characteristics at 13 naturally occurring gravel beach study sites along the Oregon coast. Heights of the gravel beaches ranged from 5.7 to 7.1 m (19-23 ft), while the slopes of the beaches varied from 7.7 to 14.1 deg. Mean grain-sizes were found to range from 30 to 128 mm, and were classified as well sorted to moderately well sorted. However, a comparison of these parameters among stable versus eroding gravel beaches revealed no clear discernible pattern. A key difference in the stability of the gravel beaches was the volume and width of gravel contained on the beach, with beaches containing larger volumes of gravel [>50 cu m/m (538 cu ft/ft)] and larger widths [>20 m (66 ft)] being the most stable. Based on this analysis, a crest elevation of ~7.0 m (23 ft), mean grain-size of no less than 64 mm, and a beach slope of 11 deg was recommended in future designs of dynamic revetments for the Oregon coast. While numerous quarry sites were identified that could supply crushed rock for the building of a dynamic revetment, rounded gravels were more difficult to locate and tended to be located farthest from the coast, increasing the costs that would be incurred to transport the material. KW - Aesthetics KW - Beaches KW - Coastal engineering KW - Cobbles KW - Erosion control KW - Geomorphology KW - Gravel KW - Oregon KW - Quarries KW - Revetments KW - Rubble UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/DynamicRevetments.pdf UR - https://trid.trb.org/view/759915 ER - TY - RPRT AN - 01006615 AU - Jackson, N Mike AU - University of North Florida, Jacksonville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Measuring Pavement Friction Characteristics at Variable Speeds for Added Safety PY - 2005/07/31/Final Report SP - 130p AB - Pavement friction testing is frequently conducted in accordance with the provisions outlined in ASTM E 274, "Standard Test method for Skid Resistance of Paved Surfaces Using a Full-Scale Tire." The standard speed of testing in Florida is 40 mph (64.4 km/h). However, due to safety concerns related to testing on high-speed facilities, considerable attention has been focused in recent years on height-sensor based (non-contact) technology. Such sensors are potentially well suited for surveying the surface texture characteristics of pavement sections while operating at highway speeds. Although the height-sensor based technology has been available since the 1960s, it continues to mature. A considerable amount of research has been conducted to gain further understanding on the factors affecting high-speed pavement surface surveying from both the analytical and experimental points of view. Still some problems have not fully been resolved, particularly in the interpretation of the measured data and selection of adequate sensing technology (or sensor designs). The Florida Department of Transportation (FDOT) initiated the present study to assess the feasibility of using high-speed, laser-based sensors to quantify the texture and friction characteristics of asphalt pavements. The main objective of this study is to provide for a safer, faster and more appropriate method of estimating pavement friction characteristics on high-speed facilities, ramps, and at other potentially hazardous sites. Further, it is also intended to provide for a means to obtain a measure of International Friction Index (IFI) in accordance with ASTM E 1960. This report presents a description of the FDOT testing program, the data collection effort as well as the subsequent analyses and findings. KW - Asphalt pavements KW - Florida KW - Freeways KW - Friction tests KW - High speed roads KW - International Friction Index KW - Lasers KW - Ramps (Interchanges) KW - Sensors KW - Skid resistance KW - Surface texture tests UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_DO2022_rpt.pdf UR - https://trid.trb.org/view/761977 ER - TY - RPRT AN - 01023405 AU - Owens, N AU - Sanchez, R AU - Pecheux, K AU - Kennedy, J AU - Stock, D AU - Mitchell, C AU - Science Applications International Corporation AU - Federal Highway Administration TI - Electronic Toll Collection/Electronic Screening Interoperability Pilot Project Final Report Synthesis PY - 2005/07/29/Final Report SP - 72p AB - In 1998, ITS America established a Blue Ribbon Panel on electronic commerce to study the convergence of transportation and electronic payment systems. Panel members included senior managers from government, toll agencies, motor carrier industry, and service providers. The panel’s goal was to achieve national interoperability of Electronic Toll Collection (ETC), electronic screening (E-screening), and other dedicated short-range communication standards (DSRC) applications. The panel provided a successful forum for discussion, while moving toward a solution to the national interoperability problem. In March 2001, the I-95 Corridor Coalition approved funding for an ETC/E-Screening Interoperability Pilot Project for regional interoperability between ETC and E-screening. The long-term goal was to provide a model for national interoperability of DSRC applications. The project combined testing a single dual-mode DSRC transponder for both ETC and E-screening, and developing administrative and organizational structures to support interoperability beyond the Pilot Project. The Pilot Project’s intent was to coordinate the Northeast’s interoperable ETC program, E-ZPass, with the Commercial Vehicle Information Systems and Networks (CVISN) E-screening deployments planned by Maryland and Connecticut. The Pilot Project was designed as a series of five incremental builds to incrementally establish functionality and address institutional and technical challenges that could potentially impact interoperability. The Pilot Project evaluation structure is based on standard evaluation practices originally developed by USDOT. The following five evaluation goals were identified: 1) Assess the impact of interoperability on motor carrier mobility; 2) Assess the impact of electronic screening on motor carrier safety; 3) Identify industry and government efficiency gains from ETC/E-screening; 4) Assess the impact of electronic screening on the environment, in particular, reduction in diesel emissions; and 5) Assess overall customer satisfaction, both government and industry. The Pilot Project successfully demonstrated the following: 1) Interoperable applications using a single transponder are both technically and institutionally feasible; 2) The CVISN model of electronic screening, where motor carriers are issued a transponder but not given a guarantee that simply having the transponder will result in a weigh station bypass, is both technically and operationally feasible; 3) The results of the mobility and efficiency tests demonstrate that interoperable applications do result in quantifiable benefits to the motor carrier industry; and 4) The application of ITS/CVO technologies and systems produces significant environmental benefits through reduced truck idling and emissions. The resulting lessons learned include: 1) Flexible Approach to Project Management – One of the key successes of the project has been the flexible approach to project management adopted by the project team; and 2) Need for Process Re-Engineering – The ETC/E-screening project has demonstrated the importance of process re-engineering to support the deployment of new technologies and systems. The resulting recommendations include: 1) Expand Environmental Impact Assessment to conduct a more comprehensive environmental impact analysis using actual emissions data; 2) Conduct an Expanded Safety Analysis when market penetration has reached the point where statistically valid data can be obtained; 3) Expand Interoperability Applications to promote transponder use in commercial vehicles; 4) Identify Additional Opportunities for Expanding Interoperability to aid in congestion mitigation and management at seaports, airports, and intermodal facilities. KW - Airports KW - Automated toll collection KW - Benefits KW - Commercial vehicle operations KW - Congestion mitigation KW - Connecticut KW - Customer satisfaction KW - CVISN (Program) KW - Dedicated short range communications KW - Deployment KW - Diesel engine exhaust gases KW - Efficiency KW - Electronic commerce KW - Electronic screening KW - Engine idling KW - Environmental impact analysis KW - Environmental impacts KW - Feasibility analysis KW - Intelligent transportation systems KW - Intermodal facilities KW - Interoperability KW - Lessons learned KW - Maryland KW - Mobility KW - Motor carriers KW - Pilot studies KW - Project management KW - Seaports KW - Standards KW - Strategic planning KW - Transponders KW - Trucking KW - Trucking safety UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14256.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14256_files/14256.pdf UR - https://trid.trb.org/view/780910 ER - TY - RPRT AN - 01020830 AU - Szekeres, Dan AU - Heckman, Max AU - Michael Baker Jr., Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Statewide Congestion Measurement Study PY - 2005/07/29/Final Report SP - v.p. AB - The federal metropolitan planning provisions require that all Transportation Management Areas (TMAs) with a population in excess of 200,000 maintain a Congestion Management System (CMS) as part of their planning process. A CMS is a systematic process for managing and alleviating traffic congestion that can take a variety of forms. This report addresses the overall process and specific analytical performance analyses related to a Congestion Management System. Although many of the concepts are focused on MPO CMS activities, the analytic and prioritization recommendations can also be applied at the statewide level to assist in congestion monitoring and project ranking. The key purposes of the report include the following: (1) Provide a structure to the CMS process. (2) Review Pennsylvania MPO CMS practices. (3) Conduct a literature search of CMS practices in other states. (4) Review data and tools available for CMS. (5) Provide insights into available performance measures and analytic computations. (6) Provide a list of "Best Practice" recommendations for each CMS component. At the core, the recommendations include that a CMS should include a data collection and monitoring system, a range of strategies for addressing congestion, performance measures, and a system for prioritizing which congestion management strategies would be most effective. KW - Best practices KW - Congestion management systems KW - Data collection KW - Literature reviews KW - Metropolitan planning organizations KW - Monitoring KW - Pennsylvania KW - Performance measurement KW - Population KW - Ranking (Statistics) KW - Recommendations KW - Strategic planning KW - Traffic congestion UR - https://trid.trb.org/view/778451 ER - TY - RPRT AN - 01016462 AU - Sanchez, R AU - Rodriguez, P AU - Schweiger, C AU - Carter, M AU - Science Applications International Corporation AU - Department of Transportation AU - Federal Transit Administration AU - Federal Highway Administration TI - National Evaluation of the New Mexico Client Referral, Ridership, and Financial Tracking (CRRAFT) System Final Evaluation Report PY - 2005/07/29/Final Report SP - 90p AB - This final report describes the national evaluation of the New Mexico Client Referral, Ridership, and Financial Tracking (CRRAFT) System. The evaluation methodology assessed twelve hypotheses related to the expected outcomes of CRRAFT. To assess the hypotheses, three types of data collection and analyses were conducted: 1) quantitative measures; 2) surveys; and 3) interviews. The quantitative measures consisted of standard operating performance metrics typically used by transit providers and measurable aspects of the invoicing and reporting process. The changes in those measures before and after CRRAFT were analyzed. An attitudinal survey was used to obtain user opinions on the impact of CRRAFT on their operations. Interviews were conducted with staff at the New Mexico Department of Transportation (NMDOT) Public Transportation Programs Bureau (PTPB), New Mexico Human Services Department, and the Alliance for Transportation Research Institute (ATRI) to review and discuss lessons learned and best practices with respect to the implementation, operations and maintenance of the CRRAFT system. Overall, the Evaluation Team found that the CRRAFT system has had a more positive impact on the NMDOT’s PTPB than on the transit agencies. Transit agencies generally agreed that the CRRAFT system is useful for tracking ridership and generating invoices/reports for submission to NMDOT. However, the CRRAFT system has presented several obstacles to complete acceptance of the system by transit agencies. Transit agencies that provided a large number of demand responsive trips tended to be dissatisfied with CRRAFT’s overall performance. It appears that this dissatisfaction is related to the time required to manually enter trips into the scheduler, and then to reconcile scheduled and actual trips. The report also presents user opinions about the most useful CRRAFT features, what other features users like to see added, and which features should be improved or changed. A summary of findings table is also provided. KW - Acceptance KW - Attitudes KW - Best practices KW - Client Referal, Ridership, and Financial Tracking System KW - Customer satisfaction KW - Data analysis KW - Data collection KW - Demand responsive transportation KW - Evaluation KW - Financial analysis KW - Implementation KW - Interviewing KW - Lessons learned KW - Maintenance KW - New Mexico KW - Operations KW - Public transit KW - Quantitative analysis KW - Ridership KW - Rural transit KW - Surveys KW - Transit operating agencies UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14074.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14074_files/14074.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14169.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14169_files/14169.pdf UR - https://trid.trb.org/view/772961 ER - TY - RPRT AN - 01037595 AU - Levine, Jay F AU - Cope, W Gregory AU - Shea, Damian AU - Bogan, Arthur E AU - Lazaro, Peter AU - Thorsen, Waverly AU - Forestier, Delphine AU - Eads, Chris B AU - Gustafson, Lori L AU - Anderson, Elizabeth F AU - North Carolina State University, Raleigh AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Research and Special Programs Administration AU - Federal Highway Administration TI - Assessment of the Impact of Highway Runoff on the Health of Freshwater Mussels in North Carolina Streams PY - 2005/07/28/Final Report SP - 109p AB - The goal of this study was to assess the effects of road runoff on freshwater mussels in North Carolina streams. The authors conducted their studies at 20 road crossings in the upper Neuse River Basin above Falls Lake as the study area. Using a geographic information system (GIS), they selected 9 agricultural sites and 10 forested sites based on Environmental Protection Agency (EPA) land use data. A 20th site was selected because of its urban nature and ongoing construction at the site. They surveyed mussels in the 300-m reaches upstream and downstream of each of these crossings. They used the analysis of hemolymph obtained from the common mussel species Elliptio complanata as a non-lethal health assessment technique for studying the health of individual mussels upstream and downstream of these road crossings. Hemolymph analysis was also used to compare agricultural and forested sites. This project was the first field test of this hemolymph technique, and the forested sites were used to develop reference ranges for the various parameters evaluated in E. complanata hemolymph. Other health assessments included glycogen analysis, evaluation of the percent of gravid mussels at a site, and presence of parasites. Contaminants were measured in mussel tissue, sediment, and in Passive Sampling Devices (PSDs) deployed at each site. There tended to be fewer mussels in the first 50 m downstream of the road crossings; however, there were no differences when the entire 300-m upstream and downstream reaches were considered. There was no difference in health parameters measured by hemolymph analysis between upstream and downstream mussels. Hemolymph glucose and calcium were significantly different between agricultural and forested sites. Hemolymph reference ranges are presented in this report. Contaminant analyses showed an increase in polycyclic aromatic hydrocarbons (PAHs), and some metals downstream of all road crossings at some sites. This appeared to be directly related to the number of vehicles crossing the bridges. There was, however, no direct correlation between increasing contaminant loads and decreasing mussel abundance. There were no noteworthy differences in contaminant loads between land use types. Passive sampling devices proved to be excellent surrogates for the direct measurement of PAHs in mussel tissue. KW - Agricultural land use KW - Downstream KW - Environmental impacts KW - Evaluation and assessment KW - Forests KW - Freshwater mussels KW - Highway bridges KW - Metals KW - North Carolina KW - Polycyclic aromatic hydrocarbons KW - Runoff KW - Streams KW - Traffic volume KW - Upstream UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/Final_Report_2001-13.pdf UR - http://ntl.bts.gov/lib/55000/55800/55877/FINAL_REPORT_2001-13.PDF UR - https://trid.trb.org/view/794389 ER - TY - RPRT AN - 01029103 AU - Durant, Yvon AU - University of New Hampshire, Durham AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - PMMA Retro-Reflective Beads for Traffic Paint PY - 2005/07/28/Final Report - Phase II SP - 114p AB - This cooperative research program studied the potential of polymethylmethacrylate (PMMA) beads to act as a substitute for glass beads when their surface chemistry is modified to react (crosslink) with the binder chemistry. The field testing of these beads was carried out in two separate years, with 3 sites during the first year and a single site during the second year. The project was successful in achieving its goal of developing a novel type of traffic coating with improved wear performance. More specifically, it completed the development of a process and recipe to effectively modify the surface of PMMA beads in order to obtain chemical crosslinking of the beads with a paint binder containing acetoacetate function. It also completed the evaluation of these novel beads in reference to conventional traffic coating under accelerated conditions, after several attempts, and yielded clear evidence that the novel traffic coating has significantly higher wear resistance over conventional coatings. Application of the novel coatings was similar to the conventional system, and requires very limited equipment modification. Additionally, several complementary protocol and observational techniques have been developed during this project. KW - Acetoacetate KW - Chemical crosslinking KW - Coatings KW - Durability KW - Evaluation KW - Glass beads KW - Plastic beads KW - Polymethyl methacrylate KW - Retroreflectivity KW - Traffic paint UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/13739_report.pdf UR - https://trid.trb.org/view/784415 ER - TY - RPRT AN - 01011180 AU - Zinke, Scott AU - Hogge, Brian AU - O'Brien, Chris AU - Mahoney, James AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Evaluation of Pavement Crack Treatments - Literature Review PY - 2005/07/27/Final Report SP - 30p AB - The objective of this project was to evaluate existing literature regarding the practice of pavement crack sealing and crack filling. Crack sealing and crack filling consist of the placement of specialized materials into the cracks in pavement surfaces in order to prevent the intrusion of water and foreign objects. It has been suggested that this process extends the life of a pavement surface and can therefore reduce an agency's pavement replacement and rehabilitation costs. The following topics were identified in previous studies, including some conducted in Connecticut, and are discussed in this report: benefits or crack treatment; roadway evaluation; procedures and equipment selection; material placement; treatment materials evaluations; and traffic safety issues. Overall, the previous literature suggests a great deal of variability in opinion regarding the benefits of crack treatment. There is much inconsistency with results from previous studies with respect to location, circumstances and materials employed. KW - Benefits KW - Concrete pavements KW - Crack filling KW - Crack sealing KW - Evaluation KW - Literature reviews KW - Maintenance equipment KW - Pavement maintenance UR - http://docs.trb.org/01011180.pdf UR - https://trid.trb.org/view/767781 ER - TY - ABST AN - 01465842 TI - Pavement Research and Technology AB - Under this project, each state will create funding to allow technical staff and university researchers to participate in a series of project meetings focused on sharing information, identifying critical issues of mutual interest, developing plans for joint research and testing, and educating transportation professionals on the latest developments in the design, construction, reconstruction and maintenance of highway pavements. A new study will be initiated in 2005 to examine tack coat construction practices, application rates, bond, and potential QA and QC tests. KW - Pavement design KW - Paving KW - Quality assurance KW - Quality control KW - Tack coats KW - Technology UR - http://www.pooledfund.org/Details/Study/144 UR - https://trid.trb.org/view/1234077 ER - TY - ABST AN - 01460605 TI - Research for AASHTO Standing Committee on Highways. Task 205. Project Delivery Workforce Management Review AB - This study will develop a menu of options for managing project delivery workforce issues. It will include a summary of current practice and a workshop to develop a plan to address the issues. The project is underway and initial tasks are in progress. KW - Management KW - National Cooperative Highway Research Program KW - Project management KW - Research projects KW - State of the practice KW - Task analysis KW - Working class KW - Workshops UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1221 UR - https://trid.trb.org/view/1228822 ER - TY - ABST AN - 01548170 TI - Technical Assistance to NCHRP and NCHRP Project 1-40A: Versions 0.9 and 1.0 of the M-E Pavement Design Software AB - The objectives of Project 1-40D(01) were to (1) work in coordination with the contractor for Project 1-40D(02) to produce improved, corrected versions 0.9 and 1.0 of the mechanistic-empirical (ME) Pavement Design Guide (PDG) software and (2) provide ongoing troubleshooting support of the MEPDG for the National Cooperative Highway Research Program (NCHRP) and the Federal Highway Administration (FHWA). A project interim report is available as NCHRP Research Results Digest 308: Changes to the Mechanistic-Empirical Pavement Design Guide Software Through Version 0.900, July 2006. The latest version of the Mechanistic-Empirical Pavement Design Guide is available from American Association of State Highway and Transportation Officials (AASHTO)Ware as the Pavement ME Design program. The United States climatic files developed for the MEPDG are available from the NCHRP ftp site by following these instructions: (1) Go to the internet. Windows Explorer is recommended. (2) Specify site ftp://crpuser:1adnan@aario.nas.edu/ in the Address Bar. (3) Open the folder named "MEPDG climatic files" and download the folder named climatic files. KW - Guides to information KW - Mechanistic-empirical design KW - Mechanistic-empirical pavement design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Software UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=224 UR - https://trid.trb.org/view/1335807 ER - TY - ABST AN - 01462941 TI - Technical Assistance to NCHRP and NCHRP Project 1-40A: Version 0.9 AND 1.0 of the M-E Pavement Design Software AB - At the request of the AASHTO Joint Task Force on Pavements (JTFP), NCHRP initiated Project 1-37A in 1996 to develop a guide for the design of new and rehabilitated pavement structures. In contrast to the current AASHTO Guide for Design of Pavement Structures, the guide recommended in 2004 by the Project 1-37A research team is based on mechanistic-empirical (M-E) principles; provides a uniform basis for the design of flexible, rigid, and composite pavements; and employs common design parameters for traffic, subgrade, environment, and reliability. Many pavement designers at state departments of transportation (DOT) may not be familiar with the concepts incorporated in the recommended M-E pavement design guide. Also, the recommended guide incorporates numerous relationships between traffic loading, climatic conditions, material characteristics, and distress modes and ranges that have been verified with field data from different parts of the United States, and thus represents a nationally-valid analysis approach; these relationships could be refined to better reflect regional and local conditions, materials, and practices. A key component of the JTFP's plan for implementation and adoption of the recommended M-E pavement design guide and software is an independent, third-party review to test the design guide's underlying assumptions, evaluate its engineering reasonableness and design reliability, and identify opportunities for its implementation in day-to-day design production work. Beyond this immediate requirement, there is a need for a coordinated effort to acquaint state DOT pavement designers with the principles and concepts employed in the recommended guide, assist them with the interpretation and use of the guide and its software and technical documentation, develop step-by-step procedures to help state DOT engineers calibrate distress models on the basis of local and regional conditions for use in the recommended guide, and perform other activities to facilitate its acceptance and adoption. The objectives of this project are to (1) work in coordination with the contractor for Project 1-40D(02) to produce improved, corrected version 0.9 of the M-E Pavement Design Guide software and (2) provide ongoing troubleshooting support for NCHRP and FHWA. KW - Climate KW - National Cooperative Highway Research Program KW - Pavement design KW - Pavement distress KW - Pavements KW - Research projects KW - Software KW - State departments of transportation KW - Traffic loads UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=224 UR - https://trid.trb.org/view/1231166 ER - TY - ABST AN - 01460725 TI - Design Specifications and Commentary for Horizontally Curved Concrete Box-Girder Highway Bridges AB - Many concrete box-girder highway bridges are constructed on horizontally curved alignments. In some instances, problems such as bearing uplift, cracked diaphragms and piers, and lateral tendon breakout have occurred. The AASHTO Bridge Specifications do not adequately address these and other issues either in the provisions or commentary. AASHTO has recently incorporated provisions for the design of horizontally curved steel bridges into the LRFD Bridge Design Specifications. These specifications include specific guidance on when horizontal curvature effects must be considered. Bridge owners and designers need specifications and commentary, as well as examples that provide design guidance for horizontally curved concrete box-girder highway bridges. The objective of this project is to develop specifications, commentary, and examples for the design of horizontally curved concrete box-girder highway bridges. Specifications and commentary shall be in a load and resistance factor design format suitable for recommendation to AASHTO for adoption. KW - American Association of State Highway and Transportation Officials KW - Bridge design KW - Concrete bridges KW - Curved bridges KW - Girder bridges KW - Horizontal supports KW - National Cooperative Highway Research Program KW - Research projects KW - Specifications UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=360 UR - https://trid.trb.org/view/1228943 ER - TY - ABST AN - 01460474 TI - Testing the ITS Lessons Learned Resource AB - The objective of this project is to assist the U.S. Department of Transportation's Joint Program Office (JPO) in proofing and placing initial data into its soon-to-be-released Lessons Learned Resource database. The project will extract the "lessons learned" from thirteen completed Washington State Department of Transportation (WSDOT) intelligent transportation system (ITS) projects and code this information into the JPO office database. In addition, WSDOT will provide electronic versions of each ITS project's reports and documentation. KW - Databases KW - Highway operations KW - Intelligent transportation systems KW - Joint Program Office for Intelligent Transportation Systems KW - Lessons learned KW - Relational databases KW - Research projects KW - Traffic operations analysis KW - U.S. Department of Transportation UR - https://trid.trb.org/view/1228691 ER - TY - ABST AN - 01460644 TI - Research Program Design---Administration of Highway and Transportation Agencies. Racial and Gender Diversity in State DOTs and Transit Agencies: Phase I Benchmark Scoping AB - The United States of America is a diverse nation. According to the 2000 U.S. Census, minorities constitute about 30% of the population. Between 2002 and 2012, the number of minorities in the U.S. labor force is projected to increase faster than the number of whites (Occupational Outlook Quarterly, p. 28, Bureau of Labor Statistics, Summer 2004). Moreover, women's share of the labor force will also continue to increase, reaching 47.5% by 2012 (Minority Labor Review, February 2004). The impact of these trends on the employment composition of some U.S. industries remains largely unknown. Despite the availability of many reports on workforce challenges facing the U.S. transportation industry, the representational data available on its employees by gender and race are limited. Such data are needed by state departments of transportation (DOTs) and transit agencies to assess the current diversity of their workforce; to establish a benchmark against which to measure and track efforts to recruit, promote, and retain a diverse workforce; and to identify successful practices being applied throughout the industry. As a starting point, this first phase of a potential two-phase study focuses on identifying, analyzing, and determining the quality of existing data for state DOTs, transit agencies, and contract employees of public transit agencies, leading to the establishment of a benchmark to measure diversity of this labor force in Phase II. The objective of Phase I is to produce a report that (1) identifies sources of existing data on the race and gender of employees of state DOTs, transit agencies, and contract employees of public transit agencies; (2) assesses the quality of the data in terms of their comprehensiveness, validity, and reliability; (3) identifies gaps discovered in the existing data and what additional data need to be collected in order to establish a credible benchmark; (4) establishes a baseline reflecting the current status of racial and gender diversity in state DOTs and transit agencies based on existing data; and (5) recommends a comprehensive work plan for Phase II. KW - Data collection KW - Employees KW - Gender KW - Labor force KW - National Cooperative Highway Research Program KW - Public transit KW - Reports KW - Research projects KW - State departments of transportation KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=553 UR - https://trid.trb.org/view/1228862 ER - TY - ABST AN - 01548863 TI - Traffic Enforcement Strategies for Work Zones AB - The safety of motorists and workers in construction and maintenance work zones is a key concern of state transportation agencies. Traffic law enforcement by uniformed officers or other means can be effective in reducing undesirable driver behavior that contributes to crashes, but little objective guidance exists on selecting projects where enforcement would be most beneficial or on developing a traffic enforcement strategy for a work zone. Public awareness techniques are sometimes used to improve compliance with traffic laws (e.g., variable message signs showing the number of tickets issued, "Get the Picture. Listen to the Signs."), and guidance, based on existing information, is needed on the effectiveness of these techniques. Although improved compliance with traffic laws would be beneficial in all work zones, traffic enforcement tends to be used more in work zones on high-speed roads because the risks are greater. This project will focus on high-speed work zones, including intersections, interchanges, and ramps that are affected by the work. In addition to enforcing traffic laws, enforcement officers often carry out other duties in work zones (e.g., handling traffic and investigating crashes). This project does not include those types of activity. The objective of this project is to develop guidelines for safe and effective deployment of traffic enforcement strategies in work zones on high-speed highways (those with speed limits of 45 mph or greater). KW - Guidelines KW - High speed vehicles KW - Highway safety KW - Interchanges KW - Intersections KW - Speed limits KW - Traffic law enforcement KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=836 UR - https://trid.trb.org/view/1336335 ER - TY - ABST AN - 01463086 TI - Guidelines for Roadway Lighting Based on Safety Benefits and Costs AB - NCHRP Report 152: Warrants for Highway Lighting, issued in 1974, provided a "total design process" for roadway lighting based on the basic information needs related to driver performance. The needs were classified based on geometric, operational, and environmental conditions and accident history. Unfortunately, few states have used NCHRP Report 152 for evaluating lighting requirements because the warrants are difficult to implement and the agencies do not have the required accident-history data. Furthermore, these and other current lighting warrants address existing facilities only and do not provide sufficient guidance for determining the requirement for lighting on new roadway facilities. States need to justify roadway lighting in the face of competing issues such as budget shortfalls, public safety concerns, environmental impacts, and energy consumption. An evaluation of the safety benefits of roadway lighting across a range of conditions and roadway classifications is required in order to facilitate a readily understandable and defensible benefit/cost analysis for key decision-makers. There is an urgent need to develop guidelines to determine the need for roadway lighting on current, rehabilitated, or planned facilities across a range of roadway types and lighting situations. The objective of this project is to develop guidelines for determination of appropriate roadway lighting for existing and planned facilities based on safety benefits and total costs. KW - Benefit cost analysis KW - Decision making KW - Design KW - Environmental impacts KW - Highway safety KW - Lightning KW - National Cooperative Highway Research Program KW - Research projects KW - Warrants (Traffic control devices) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=878 UR - https://trid.trb.org/view/1231311 ER - TY - ABST AN - 01460600 TI - Research for AASHTO Standing Committee on Highways. Task 198. Standard Practice for Independent Assurance Programs AB - This study will locate Independent Assurance programs, identify successful management principles, and recommend potential applications to materials and workmanship management. Work is underway and the first panel meeting is scheduled for October 13, 2005. KW - Applications KW - Management KW - Materials KW - National Cooperative Highway Research Program KW - Quality assurance KW - Quality control KW - Quality control KW - Research projects KW - Standards UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1536 UR - https://trid.trb.org/view/1228817 ER - TY - ABST AN - 01548862 TI - Enhancing Internal Trip Capture Estimation for Mixed-Use Developments AB - As new development places increasing demands on the transportation system, community leaders, land-use planners, developers, and transportation agency administrators need techniques to enable them to reliably predict the number of net vehicle and person trips that will be generated by new or infill mixed-use development. For site impact analysis purposes, an internal capture rate that is set too low may unfairly penalize developers by making them pay more than their fair share of costs for transportation mitigation measures. Conversely, an internal capture rate that is set too high may unfairly place this burden on the public. Both cases may result in sub-optimal build-out, particularly in urban areas. Since the internal capture rate used for a given mixed-use development can be politically contentious, empirical observations are needed to provide professional guidance for better estimating these impacts. By improving the methods for estimating internal capture, the process of determining developers' responsibilities for mitigating transportation impacts of mixed-use development will become more equitable, transparent, and open. The Institute of Transportation Engineers' (ITE's) report titled: Trip Generation (7th edition, 2003, ISBN 0-935403-79-5) provides vehicle trip generation rates for various residential, commercial, and industrial developments. ITE recently conducted a survey of its members that provides further insight on estimating internal capture for mixed-use developments The information is available on-line at: http://www.zoomerang.com/reports/public_report.zgi?ID=L2263NJNHL4U. Because ITE's rates are predominantly based on "single-use, free-standing sites," the potential exists for multi-use sites to exhibit fewer vehicle trips than would be estimated using the stand-alone rates. For example, a proposed mixed-use development that includes residential, retail, and office use may, in reality, exhibit significant internal capture and consequently lower external trip generation than would have otherwise been predicted. In addition, it has been suggested that behavioral response to contextual factors such as density, diversity, design, and regional accessibility influence travelers' trip-making decisions (Ewing, R. and R. Cervero, 2001,Transportation Research Record: Journal of the Transportation Research Board, No. 1780, pp. 87-113). ITE advises those estimating transportation impacts of mixed-use developments to "collect additional data if possible." ITE's Trip Generation Handbook (2nd edition, 2004, ISBN 0-935403-86-8), has established a data-collection procedure for estimating multi-use trip generation; however the existing framework is based on a limited set of data that does not adequately capture elements of mixed-use development. Consequently, when considering potential transportation impacts of proposed mixed-use developments, local and state transportation planners lack a comprehensive, credible data set that can be used to confirm or deny the soundness of proposed internal capture estimates. Currently, "...so little information is available about internal capture rates that traffic impact studies for mixed-use developments become little more than exercises in speculation." (Ewing, R., M. Deanna, and S.C. Li, Transportation Research Record 1518, pp. 1-6). This NCHRP study will address this need by providing a classification system of mixed-used developments and a data-collection framework to enhance estimates of internal capture for mixed-use developments. The objective of this two-phase project is to produce a methodology for enhancing internal trip capture estimates that includes (1) a classification system of mixed-use developments that identifies the site characteristics, features, and context that are likely to influence internally captured trips and (2) a data-collection framework for quantifying the magnitude of internal travel to and around mixed-use developments to determine the appropriate reduction rates. KW - Data collection KW - Mixed use development KW - Traffic characteristics KW - Traffic congestion KW - Travel demand management KW - Trip generation KW - Trip tables KW - Vehicle mix UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=927 UR - https://trid.trb.org/view/1336334 ER - TY - ABST AN - 01549319 TI - Optimization of Tack Coat for HMA Placement AB - A tack coat is typically applied just before a hot mix asphalt (HMA) layer or overlay is placed. A tack coat is a simple, relatively inexpensive process included as an incidental item in many HMA construction specifications. Indeed, a tack coat is so simple in concept that its real importance is often overlooked. An inadequate tack coat product or improper application of a good product can result in costly failure. A review of the extensive body of literature on tack coat materials and their use suggests that tack coats are placed to bond pavement layers together, with the intent of providing a monolithic, impermeable structure or preventing slippage of HMA overlays. However, these views on the function of a tack coat are not universally accepted. Studies conducted on the strength of interfaces in HMA pavements have shown that a strong tack coat bond between pavement layers is critical for transfer of radial tensile and shear stresses into the entire pavement structure. On the other hand, no tack coat bond or an insufficient bond decreases pavement-bearing capacity and may cause slippage. No bond or insufficient bond may also cause tensile stresses to be concentrated at the bottom of the wearing course. Such concentrated stress may accelerate fatigue cracking and lead ultimately to pavement failure. Few guidelines are available for proper selection of tack coat material type, application rate, and placement. Optimum tack coat type and application rate will be determined by the type and condition of the existing pavement surface as well as other factors including material type and permeability of the HMA pavement overlay to be placed, the traffic loading, and the climate. Proper, uniform tack coat application requires close attention to equipment calibration and operating parameters. The objectives of this study are to determine optimum application methods, equipment type and calibration procedures, application rates, and asphalt binder materials for the various uses of tack coats and to recommend revisions to relevant American Association of State Highway and Transportation Officials (AASHTO) methods and practices related to tack coats. In accomplishing these objectives, both present and emerging technology in the United States and worldwide will be evaluated. KW - Asphalt pavements KW - Hot mix asphalt KW - Optimization KW - Overlays (Pavements) KW - Pavement layers KW - Permeability KW - Tack coats UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=974 UR - https://trid.trb.org/view/1339635 ER - TY - ABST AN - 01543077 TI - Development of a Master Plan for Calibration and Implementation of the M-E Design Guide AB - Arkansas currently designs pavements using the 1993 Edition of the AASHTO Guide for the Design of Pavement Structures. Procedures for new pavement design contained in the 1993 Guide have remained essentially unchanged since at least 1986. In many areas, these procedures represent the "original" procedures first published in the 1972 "interim" Guide. Recognizing the limitations of the AASHTO procedure (developed using pavement performance data gathered at the AASHO Road Test conducted in Ottowa, Illinois between 1958 and 1961), the AASHTO Joint Task Force on Pavements initiated research to develop a pavement design procedure based on engineering mechanics. National Cooperative Highway Research Program (NCHRP) Project 1-37a produced a mechanistic-empirical (M-E) pavement analysis system to be used for pavement design. The approach featured in the NCHRP 1-37a M-E Pavement Design Guide (hereinafter referred to as the MEPDG) uses principles of engineering mechanics to estimate stresses and strains induced in a given pavement structure; transfer functions relate these stresses and strains to estimates of pavement damage over time. The Arkansas State Highway and Transportation Department (AHTD) has invested significant research dollars in projects related to the MEPDG. A very necessary step towards putting the Guide to routine use is the preparation of a "master plan" for all activities related to implementation - pulling together all the pieces, knowledge, and experience attained thus far, plus identifying and planning for future required activities, such as local calibration for Arkansas. Such a Master Plan will ensure a smooth transition to a working Guide for AHTD. KW - American Association of State Highway and Transportation Officials KW - Arkansas KW - Design standards KW - Empirical methods KW - Guidelines KW - Master plans KW - Mechanical properties KW - Pavement design KW - Pavement performance KW - Pavements KW - Research projects KW - Structures UR - https://trid.trb.org/view/1329733 ER - TY - ABST AN - 01464874 TI - LTPP Computed Parameter: Moisture Content AB - Since the final round of LTPP TDR measurements was complete in October 2004, approximately 175,000 more automated TDR measurements have been added to the database that have not been interpreted. Some of this data was collected using on-site instrumentation that resulted in more frequent TDR measurements, including burst measurements following significant rainfall events. This effort will complete the interpretation of TDR measurements performed by LTPP and provide estimates of moisture contents from these measurements in the LTPP Pavement Performance Database. KW - Databases KW - Moisture content KW - Pavement performance KW - Research projects UR - http://www.fhwa.dot.gov/pavement/pub_details.cfm?id=567 UR - https://trid.trb.org/view/1233107 ER - TY - ABST AN - 01464873 TI - LTPP Computed Parameter: Frost Penetration AB - The objective of this research project is to monitor the freeze penetration in base, subbase, and subgrade of pavement, LTPP instrumented selected test sections in the Seasonal Monitoring Program (SMP) with subsurface electrical resistivity probes and temperature probes. In 1997 the first SMP data were extracted from the LTPP Pavement Performance Database (PPDB) and interpretation was performed to identify locations of subsurface frost in unbound materials. [FHWA-RD-99-088] For this effort, an interactive program, FROST, was developed to aid in this interpretation. With the completion of monitoring measurements on the SMP sections in October 2004, there is a need to complete the interpretation of measurements not previously interpreted and add the results of these interpretations to the LTPP Pavement Performance Database. KW - Base course (Pavements) KW - Frost susceptibility KW - Pavement performance KW - Penetration resistance KW - Research projects KW - Seasonally frozen ground KW - Subgrade (Pavements) UR - http://www.fhwa.dot.gov/pavement/pub_details.cfm?id=640 UR - https://trid.trb.org/view/1233106 ER - TY - ABST AN - 01463079 TI - Procedure for Determining Mixing and Compaction Temperatures of Asphalt Binders in Hot Mix Asphalt AB - The Asphalt Institute (AI) procedure for determining mixing and compaction temperatures of asphalt binders was developed for the standard penetration- and viscosity-graded materials predominantly used in the United States until the 1990s. Since that time, the use of modified binders in hot mix asphalt (HMA) paving has increased significantly. This is particularly true for HMA used on high-volume traffic routes. The AI procedure often requires heating of modified binders to unrealistically high temperatures at which degradation of the asphalt binder can occur. To overcome this problem, highway agencies usually rely on the suppliers of modifiers to recommend mixing and compaction temperatures, and this has produced mixed results. Research to date on methods to determine mixing and compaction temperatures has not substantially improved upon the AI procedure. A fresh look is needed at existing and emerging procedures to determine temperatures that will provide satisfactory aggregate coating and appropriate laboratory specimen compaction without degrading the asphalt binder. The objective of this study is to identify or develop a simple, rapid, and accurate laboratory procedure for determining the mixing and compaction temperatures of asphalt binder. The procedure shall be suitable for routine agency use and applicable to both unmodified and modified binders and may be based on testing of asphalt binders, HMA, or both. KW - Asphalt KW - Binders KW - Compaction KW - Hot mix asphalt KW - Mix design KW - National Cooperative Highway Research Program KW - Research projects KW - Temperature UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=973 UR - https://trid.trb.org/view/1231304 ER - TY - ABST AN - 01462919 TI - A Mix Design Manual for Hot Mix Asphalt AB - The Superpave performance-based mix design system described in the Strategic Highway Research Program (SHRP) Report SHRP-A-407, "The Superpave Mix Design Manual for New Construction and Overlays," provides three levels of design. Level 1 is a volumetric design procedure based on gyratory compaction; it is implemented as AASHTO Specification MP 2, "Superpave Volumetric Mix Design," and Practice PP 28, "Superpave Volumetric Design for Hot Mix Asphalt." The Level 2 and Level 3 design procedures are intended to test and refine Level 1 designs for situations with high traffic volume and load or other severe service factors. Performance characteristics of hot mix asphalt (HMA) specimens prepared in accordance with the Level 1 procedure are evaluated with the Superpave shear test device and the indirect tensile test device methods (AASHTO Provisional Methods TP7 and TP9, respectively). These test results are then input, along with traffic, climate, and structural data, to a suite of performance models for materials characterization, pavement response, and distress prediction, and the predicted distress levels are used to determine an optimum mix design. The Level 2 and 3 design procedures were not widely or fully implemented because of serious limitations in the original SHRP performance models for permanent deformation and fatigue cracking as well as other factors. A comparable suite of HMA performance models calibrated and validated with LTPP data was recently produced in NCHRP Project 1-37A, "Development of the 2002 Guide for the Design of New and Rehabilitated Pavement Structures: Phase II." The material properties required for these models are measured with the dynamic modulus and indirect tensile tests. The availability of these performance models and associated software offers the opportunity to prepare a full working version of an HMA mix design procedure in the form of a practical manual for engineers and technicians that is comparable in its key features to the performance-based Superpave system originally envisioned by SHRP. Further, such a procedure, by using a common set of materials characterization tests and performance models to design HMA mixes that satisfy material property requirements of specific pavement structural designs prepared in accordance with the Project 1-37A pavement design guide, would represent a significant step toward the goal of integrating HMA mix design with pavement structural design. The objective of this research is to develop an improved mix design procedure for hot mix asphalt (including dense-graded, open-graded, and gap-graded mixes) in the form of a manual of practice for use by engineers and technicians in the public and private sectors. The mix design procedure will make use of the best-available materials-testing and performance-prediction technology to produce durable, distress-resistant mix designs tailored to the requirements of specific pavement layers. At a minimum, development of the design procedure shall consider (1) the volumetric design method in AASHTO MP 2 and PP 28, (2) the simple performance test(s) (SPT) and equipment recommended by NCHRP Projects 9-19 and 9-29, (3) the hot mix asphalt (HMA) materials characterization tests and performance models developed in NCHRP Project 1-37A, (4) any improved method for measuring moisture susceptibility developed through NCHRP Projects 9-34 and 9-37, and (5) any other sound, applicable research products from, for example, NCHRP Projects 1-42, 9-9(1), 9-16, 9-17, 9-22, 9-25, 9-27, 9-31, 9-36, and 9-38. The mix design manual should follow the general format of Asphalt Institute Manual SP-02, "Superpave Mix Design," and be prepared in the form of an interactive CD-ROM. KW - Hot mix asphalt KW - Manuals KW - Mix design KW - National Cooperative Highway Research Program KW - Pavement design KW - Pavement performance KW - Pavements KW - Superpave KW - Traffic volume UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=967 UR - https://trid.trb.org/view/1231143 ER - TY - ABST AN - 01460673 TI - Culvert Testing for Fish Passage at the Skookumchuck Test Bed AB - Washington State Department of Transportation (WSDOT) estimates that it has over 1,200 barrier culverts located throughout the state that will require repair or retrofit in the future. A "one of a kind" test bed for research to find effective culverts for fish passage was developed through a partnership with Washington Department of Fish and Wildlife, Alaska, Oregon, California and FHWA. Research testing that began in the 03-05 biennium will continue with a focus on testing existing and new culvert retrofit designs that enable juvenile fish passage through culverts. This research compliments work conducted by the Battelle Memorial Institute and Washington State University. This research will help define cost effective retrofit designs for thousands of culverts that exist under highways and roads so that juvenile salmonids can survive their migration journeys. KW - Culverts KW - Design KW - Fishes KW - Habitat (Ecology) KW - Maintenance KW - Passing KW - Research projects KW - Retrofitting UR - https://trid.trb.org/view/1228891 ER - TY - ABST AN - 01460475 TI - HOV Lane Evaluation and Monitoring: Phase 8 AB - The primary objective of this research is to provide information to evaluate the effectiveness of high occupancy vehicle (HOV) lanes in the Puget Sound area. The monitoring effort will be as multifaceted as budgetary constraints allow. This monitoring effort will cover HOV lane usage (occupancy), violations, person throughput, enforcement issues, and public opinion. KW - Bus and high occupancy vehicle facilities KW - High occupancy vehicle lanes KW - High occupancy vehicle lanes KW - Performance evaluations KW - Public opinion KW - Research projects KW - Traffic law enforcement KW - Traffic violations UR - https://trid.trb.org/view/1228692 ER - TY - ABST AN - 01458280 TI - TrafficTV: Updates and Improvements AB - This project will update the automated TrafficTV applications to use hardware and software that are more current and provide additional functionality, including the option for AMBER ALERT notification. TrafficTV has operated, on UWTV2 channel 76, as an automated source of traffic and traveler information since it was deployed on June 1, 1998. During that seven-year period, the hardware and operating system supporting the application have remained unchanged, and both are now out of date. In addition, new functionality for communicating incident information, voice information, and Amber Alerts will be designed and built into TrafficTV. This will be done in coordination with Washington State Department of Transportation (WSDOT) operations. KW - AMBER Alert KW - Automated highway systems KW - Incident detection KW - Incident management KW - Research projects KW - Traffic information KW - TrafficTV KW - Traveler information and communication systems UR - https://trid.trb.org/view/1226491 ER - TY - RPRT AN - 01004477 AU - Boyle, Michael AU - Al-Qadi, Imad L AU - Valley Forge Laboratories, Incorporated AU - Federal Highway Administration AU - Pennsylvania Department of Transportation TI - Materials-Related Forensic Analysis and Specialized Testing: Evaluation of Steel Paving Mesh Installations by FWD Analysis PY - 2005/07/01/Final Report SP - 74p AB - Work Order No. 98032012 is directed to evaluate three types of steel paving mesh in combination with a micro surfacing and a bituminous overlay. Steel paving mesh products are widely used in Europe but have not previously been used by a highway agency in the United States. Steel paving mesh has purported to perform best when placed and covered with a micro-surfacing pavement course prior to placing a bituminous overlay. The composition of the micro-surfacing is a modified mix design from what is indicated in the Pub 408 Specifications, Section 182 and is typically specified by a PENNDOT Standard Special Provision referenced as S00(ID04001C) - Cold-Laid Latex-Modified Emulsion Pavement Courses. To quantify the effectiveness of steel reinforcement in reducing reflection cracking, Falling Weight Deflectometer (FWD) documentation for four sites will be generated annually during the next few years by taking deflection measurement at the joints. Initial data is currently available and represents the baseline condition before and just after the installations were completed. FWD testing was performed mid-lane at joints. The data was collected again immediately after paving. The annual FWD measurements were for 2001 through 2005 to observe and determine any changes in the performance of the pavement with the steel reinforcement. The scope of this work order targets the analysis of the FWD data through the time remaining for Research Program No. 359832. It is anticipated that the results will provide a quantitative measure of the steel reinforcement contribution to retard reflection cracking and the beneficial use of this material consistent with the European experience. KW - Analysis KW - Bituminous overlays KW - Deflection KW - Evaluation KW - Falling weight deflectometers KW - Installation KW - Materials KW - Measurement KW - Microsurfacing KW - Mix design KW - Pavement joints KW - Pavement performance KW - Reflection cracking KW - Reinforcing steel KW - Steel paving mesh KW - Testing UR - https://trid.trb.org/view/760404 ER - TY - RPRT AN - 01547358 AU - Hall, Kevin D AU - Williams, Stacy G AU - Gudapati, Raj AU - University of Arkansas, Fayetteville AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - ERSA Wheel Track Testing for Rutting and Stripping PY - 2005/07//Final Report SP - 29p AB - Permanent deformation (rutting) and moisture damage (stripping) are common distress mechanisms or failure modes of flexible pavements. While many methods have been developed to assess the susceptibility of a hot-mix asphalt (HMA) mixture to rutting and stripping, wheel-track testing is one of the most common methods. The Evaluator of Rutting and Stripping in Asphalt (ERSA) was developed at the University of Arkansas; it is a wheel-tracking device that is capable of detecting both rutting and stripping failures in HMA mixtures. Previous research sponsored by the Arkansas State Highway and Transportation Department (AHTD) and the Mack-Blackwell National Rural Transportation Center (MBTC) recommended ERSA testing for assessing the rutting and stripping susceptibility of hot-mix asphalt during mixture design. The research also established operating characteristics and sample preparation techniques for routine wheel-track testing using ERSA. A second-generation ERSA device was obtained by the University of Arkansas. The second device was validated against the original ERSA unit through a series of split-sample wheel-tracking tests featuring six HMA mixtures. A standard test method, nominally in AASHTO format, was developed for the ERSA device. Guidelines were developed for ERSA rutting/stripping data interpretation. An additional series of wheel-track tests were conducted to establish HMA mixture acceptance criteria for design. The recommended criteria include: (1) for high-volume (interstate/major traffic routes), a maximum allowable rut depth of 10 mm at 10,000 cycles, with no evidence of stripping (no stripping inflection point); (2) for medium to high traffic volume routes, a maximum rut depth of 10 mm at 7,500 cycles, with no evidence of stripping (no stripping inflection point); and (3) for low to medium traffic volume routes, a maximum rut depth of 10 mm at 5,000 cycles, plus (if stripping is evident) a minimum stripping inflection point of 7,500 cycles. It is recommended that for a period of one year, AHTD conduct ERSA testing on all mixes verified in the Materials Division central laboratory to validate the recommended performance criteria and assess the impact of implementing ERSA testing on routine HMA mix design activities. KW - Arkansas KW - Flexible pavements KW - Hot mix asphalt KW - Rutting KW - Stripping (Pavements) KW - Test procedures KW - Testing equipment KW - Validation KW - Wheel tracking devices UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%200201.pdf UR - https://trid.trb.org/view/1333245 ER - TY - JOUR AN - 01387551 JO - Public Roads PB - Federal Highway Administration AU - Do, A H AU - Hummer, J E AU - Toole, J L AU - Rouphail, N M TI - Making trails [shared-use paths] PY - 2005/07 VL - 69 IS - 1 SP - 12-7 KW - Bicycle facilities KW - Bicycle path KW - Bikeways KW - Design KW - Design KW - Footpath KW - Level of service KW - Level of service KW - Pedestrian KW - Pedestrians KW - Safety KW - Safety KW - Usa KW - Walkways KW - Width KW - Width UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/02.cfm UR - https://trid.trb.org/view/1155317 ER - TY - RPRT AN - 01357309 AU - Urbanik, Tom AU - University of Tennessee, Knoxville AU - National Transportation Research Center, Incorporated AU - Federal Highway Administration TI - Inspection Station Demonstration of Remote Sensing of Truck Brake Condition PY - 2005/07//Final Report SP - 50p AB - Assessment of large truck braking capability in the United States is traditionally done during periodic roadside inspections conducted to identify and remove from service vehicles with violations of the Federal Motor Carrier Safety Regulations (FMCSR). Following guidelines developed by the Commercial Vehicle Safety Alliance (CVSA), law enforcement officials perform hands-on inspections to check for conditions of braking system components which are known to present imminent safety hazards, e.g. brakes out of adjustment, worn linings, contaminated linings, or leaking air connections. While inspections are critically important to keep poorly maintained trucks off the Nation’s highways, they are a burden in lost time and revenue for drivers and operators who properly care for their truck’s critical safety systems. Furthermore, inspection of well-maintained trucks ties up law enforcement resources and reduces the time available to focus on genuinely problem vehicles. Electronically controlled braking systems (ECBS) available in the United States have onboard diagnostics that can monitor and evaluate in real-time the condition of the truck braking system without need for hands-on inspection. The United States Department of Transportation supports the use of ECBS and its enabled safety technologies to reduce the number of fatalities and injuries in crashes involving heavy trucks. An opportunity exists for improved safety and productivity through the innovative use of ECBS to provide brake condition data. KW - Brakes KW - Diagnostic tests KW - Electronically controlled braking systems KW - Heavy vehicles KW - Innovation KW - Inspection stations KW - Remote sensing KW - Trucks UR - http://www.ntrci.org/ntrci-24-2005-005 UR - https://trid.trb.org/view/1122731 ER - TY - RPRT AN - 01135217 AU - Southeastern Transportation Center AU - National Transportation Research Center, Incorporated AU - Federal Highway Administration TI - Truck Rollover Characterization for Class-8 Tractor-Trailers Utilizing Standard Dual Tires and New-Generation Single Tires PY - 2005/07 SP - 110p AB - The Heavy Truck Rollover Characterization Project is a major research effort conducted by the National Transportation Research Center, Inc. (NTRCI) in partnership with Oak Ridge National Laboratory (ORNL), Dana Corporation (Dana), Michelin Americas Research and Development Corporation (Michelin) and Clemson University (Clemson), under the NTRCIs Heavy Vehicle Safety Research Center (HVSRC) for the Federal Highway Administration (FHWA). ORNL provided the day-to-day management of the project. The expertise mix of this team coupled with complementary research needs and interests, and a positive can-do attitude provided an extremely positive experimental research opportunity for all involved. Furthermore, this team supplied significant and valuable resources that provided a strong positive benchmark regarding the ability to conduct research within a public-private partnership. The work conducted by this team focused on initial efforts to generate data and information on heavy truck rollover not currently available in the industry. It reflects efforts within Phases 1 and 2 of a longer-term four-phase research program. A 1999 Peterbilt 379 class-8 tractor and 2004 Wabash dry freight van trailer were the test vehicles utilized in this effort. Both were instrumented with a number of sensors to capture the dynamics of the tractor and trailer as it engaged in various testing maneuvers that included: an evasive maneuver, swept sine, constant radius, and a run-off-the-road maneuver. The run-off-the-road maneuver was discontinued because the test track could not safety accommodate such a maneuver. These maneuvers were carried out utilizing both standard dual tires and new-generation dual tires in six test series. Two test series also included the use of a wider-slider suspension. Outriggers were placed on the test vehicle to assure that an actual rollover would not occur, however, the tests were designed to generate lift-off of tires during the tests. One of the main objectives of the tests that are a part of this study was to understand how different elements (e.g., dual tires and wide-base, new-generation single tires, different trailer suspension types, etc.) affect the overall vehicle roll stability. Tilt-table tests were also performed to characterize the static rollover propensity if the tractor trailer. For all of the tests, the vehicle was loaded with ballast for a gross vehicle weight rating of 79,000 lbs., and the speeds were gradually increased so that wheel lift-off was experienced both visually and via instrumentation. A significant amount of data was collected on all maneuvers performed (1.2 Gigabytes of data from 45 data channels sampled at 0.01 sec) and information was also captured via videotaping (one camera inside the cabin and three others outside; plus one off-board camera). Due to a number of issues related to the sensors, and idiosyncrasies in the data itself, a statistically meaningful data set was not possible. However sufficient data was collected to demonstrate the trends and patterns in the heavy truck rollover phenomenon. KW - Heavy vehicles KW - Maneuvering KW - Ran off road crashes KW - Rollover crashes KW - Tires KW - Tractor trailer combinations KW - Truck crashes KW - Yaw UR - http://www.ntrci.org/ntrci-24-2005-004 UR - https://trid.trb.org/view/894406 ER - TY - RPRT AN - 01126226 AU - Barker, Michael G AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Shear Test of High Performance Steel Hybrid Girders PY - 2005/07//Draft Final Report SP - 164p AB - The objective of this research was to validate the tension field action (TFA) behavior in hybrid plate girders. The goal was to allow TFA in determining the shear capacity of hybrid girders resulting in more economical design of steel bridges. This report includes a thorough presentation of TFA and moment-shear interaction in plate girders, and in particular hybrid plate girders. It presents a comprehensive presentation on the test girders with a detailed analysis and examination of the test behaviors. KW - Bridge design KW - High performance steel KW - Hybrid plate girders KW - Plate girders KW - Shear capacity KW - Shear tests KW - Steel bridges KW - Tension UR - http://library.modot.mo.gov/RDT/reports/Ri99026/or06001.pdf UR - https://trid.trb.org/view/887332 ER -