TY - CONF AN - 01568765 AU - Smith, Daniel J AU - North Carolina State University, Raleigh TI - Ecological Impacts of SR 200 on the Ross Prairie Ecosystem SN - 0977809412 PY - 2005 SP - pp 380-396 AB - Ross Prairie is a 6,500-ha conservation area in SW Marion County, Florida. It serves as an important regional habitat node connecting the Ocala National Forest to the Withlacoochee and Goethe State Forests. SR 200 is a major two-lane state highway that bisects the reserve. Rapid growth and development have recently necessitated the need to widen the road to four lanes. A comprehensive approach that employed several methods was used to determine the current and potential impacts of SR 200. These methods included road-kill and track surveys, mark-recapture and telemetry studies, and GIS analysis. Each method was used to evaluate road impacts on different taxa. The study was conducted from May 2002 to December 2004. Results of the road-kill surveys included 759 individuals from 57 identifiable species. The majority were anurans followed by meso-mammals. Locations of significant numbers or rare species of road-kills by taxa were identified. A total of 537 sets of whitetail deer, 481 sets of carnivore, and 474 sets of snake tracks were recorded. Hotspots were identified for snake, white-tail deer, and carnivore tracks. A total of 1,777 herpetiles were captured in right-of-way drift fence traps. Southern leopard frogs and Florida gopher frogs were most abundant. Individuals of several species of snakes, frogs, and lizards were recorded crossing the road in the two sandhill crossing sections, and moving to/from the Ross Prairie wetland basin. Of 342 small mammals captured, one cotton mouse was recorded crossing the road; only six small mammals were found as road-kills. The road likely is a significant barrier to small mammal movement. Average home range of 18 gopher tortoises monitored adjacent to the road was 3.14 ha. Only three attempted crossings of SR 200 were recorded, two were successful, and one resulted in death. For gopher tortoise, the road is a semi-permeable barrier. Home range of the 13 eastern indigo snakes monitored averaged 127.6 ha. No road crossings were recorded; they seemed to use the road as a home range boundary. Because of road-kills, there is documented evidence that road crossings are attempted. Only 5 bobcats, 2 coyotes, and 1 gray fox were captured and used in the carnivore telemetry study. Yet observations, track, and scat evidence suggest that a significantly higher number of these animals were present in the Ross Prairie area. Average home range size was 13.67 km² for bobcats. Most radio-collared felids avoided SR 200 or used the road as a home range boundary, whereas the radio-collared canids commonly crossed major roads. To improve habitat connectivity and eliminate road mortality the authors recommended installing four box culverts in the upland sandhill areas, bridges at each wetland/upland ecotone, and a series of five culverts within the wetland basin adjoined by a herpetile exclusion wall. Between all these structures they suggested 2-m barrier fencing with herpetile-excluding mesh at the base of the fence. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Ecosystems KW - Environmental impact analysis KW - Habitat (Ecology) KW - High risk locations KW - Marion County (Florida) KW - Road kill KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1359219 ER - TY - CONF AN - 01568764 AU - Kaye, Delia R J AU - Walsh, Kevin M AU - Rulison, Eric L AU - Ross, Christopher C AU - North Carolina State University, Raleigh TI - Spotted Turtle Use of a Culvert Under Relocated Route 44 in Carver, Massachusetts SN - 0977809412 PY - 2005 SP - pp 426-432 AB - A new highway alignment for relocated Route 44 in Carver, Massachusetts, resulted in the direct alteration of 2.5 acres and indirect alteration of 3.9 acres of habitat for three state-listed turtle species: the wood turtle (Clemmys insculpta), spotted turtle (Clemmys guttata), and eastern box turtle (Terrapene c. carolina). As part of the mitigation requirements for impacts to rare species habitat, the Massachusetts Highway Department (MassHighway) conducted a two-year preconstruction study to determine the habitat preferences and seasonal movements of the state-listed species. The study determined that no wood turtles were present in the study area, that there was a large but declining population of box turtles, and that two highly used spotted turtle habitats would be bisected by the proposed highway entrance ramp. An intermittent stream channel proposed to be piped under the new entrance ramp was identified as a primary travel corridor between the two habitats. Based on the findings of the preconstruction study, MassHighway identified a simple solution to allow the stream channel to continue to provide a migratory corridor for spotted turtles. To achieve this goal, MassHighway increased the proposed culvert size from a 24 inch pipe to a 6 foot by 6 foot box culvert. In the spring and summer of 2004, post construction monitoring was conducted to determine the effectiveness of the culvert as a spotted turtle crossing structure. Nine turtles were fitted with radio transmitters and thread bobbins and followed three times per week in the spring and early summer, and once per week in the late summer to determine culvert effectiveness. Direct evidence (thread trails, visual observation) was documented for seven turtles, and indirect evidence (radio telemetry points on both sides of the culvert, visual observation) was documented for 13 turtles, confirming the use of the culvert as a crossing structure. A future study is recommended to document potential effects of traffic and noise on the spotted turtle population, continued use of the culvert, and potential changes to rare species habitat from the highway construction. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Culverts KW - Endangered species KW - Environmental impacts KW - Habitat (Ecology) KW - Massachusetts KW - Turtles KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1359225 ER - TY - CONF AN - 01568763 AU - Pelletier, Steven K AU - Carlson, Lars AU - Nein, Daniel AU - Roy, Robert D AU - North Carolina State University, Raleigh TI - Railroad Crossing Structures for Spotted Turtles: Massachusetts Bay Transportation Authority– Greenbush Rail Line Wildlife Crossing Demonstration Project SN - 0977809412 PY - 2005 SP - pp 414-425 AB - Loss of access to critical habitats is a key wildlife concern, particularly for species listed for protection by state and federal agencies. Rail corridors pose unique design challenges by virtue of the need to avoid abrupt changes in track curves and grade in the right of way (ROW). Spotted turtles (Clemmys guttata) are particularly vulnerable to habitat fragmentation due to their limited mobility and dependence on a diversity of specific foraging, nesting, and aestivation habitats. Spotted turtles also display an apparent reluctance to enter or cross through narrow and confined culverts typically found under road and rail line ROWs. In association with the Greenbush Line Commuter Railroad Restoration Project, the Massachusetts Bay Transportation Authority initiated a demonstration project in spring of 2003 to determine the effectiveness of a proposed railroad crossing structure in an urbanized landscape. Three identical, open-air prototypes were positioned in the ROW of a former railroad bed between adjacent wetlands known to support spotted turtles. Each structure was linked with temporary funneling barriers along the track edges. Structure placement was in accordance with microhabitat survey assessments, radio telemetry data, and direct movement observations. To evaluate the effectiveness of the structures, remote photographic stations were established at each crossing, and radio telemetry was used to track turtle movements. Monitoring was conducted from April 2, 2003, until July 8, 2003. Study results demonstrated spotted turtle crossing patterns and frequency through the ROW during the monitoring period similar to that prior to barrier development. Crossings also were shown to be utilized by 17 other wildlife species, including reptiles, amphibians, birds, and mammals. The demonstration project concluded that location and design of the crossing structures provided an effective means of maintaining habitat connectivity for a variety of wildlife species, as well as spotted turtles. As part of the Conservation and Management Plan developed for the Greenbush Line Project, which is now under construction, 45 wildlife crossing structures are proposed at key locations along the ROW. A post-construction monitoring plan will be conducted to evaluate the use of these structures by wildlife species. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Demonstration projects KW - Endangered species KW - Habitat (Ecology) KW - Lines of track KW - Massachusetts KW - Massachusetts Bay Transportation Authority KW - Railroad tracks KW - Right of way (Land) KW - Turtles KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1359224 ER - TY - CONF AN - 01568762 AU - Malo, J E AU - Hervás, I AU - Herranz, J AU - Mata, Carmen AU - Suárez, F AU - North Carolina State University, Raleigh TI - How Many Days to Monitor a Wildlife Passage? Species Detection Patterns and the Estimation of the Vertebrate Fauna Using Crossing Structures at a Motorway SN - 0977809412 PY - 2005 SP - pp 406-413 AB - The barrier effect imposed by roads and railways on vertebrate populations has aroused both scientific and social concern and has led to the construction of crossing structures for such fauna in new infrastructures. Good practice demands that investment in such mitigation measures should be followed by systematic monitoring of their effectiveness, in order to improve the design of further works. These monitoring schemes need standardized protocols in order to deliver scientifically sound results at an affordable cost. In this context, the present contribution analyzes the suitability of monitoring schemes aimed at determining which vertebrate species use crossing structures in relation to the number of days spent monitoring each crossing structure. The analysis considers data on vertebrates using 22 structures crossing a motorway in northwest Spain, which were monitored for 15-26 consecutive days. Species accumulation curves were fitted by non-linear estimation procedures to the species accumulation pattern detected at each crossing structure in order to estimate the asymptotic number of species using each one of them. Modelling was carried out using 11 functions applied in ecological studies to analyze species accumulation curves in relation to sampling intensity. The results show that species accumulation curves for crossing structures have a rapid increase phase followed by a long tail of slow accumulation. Thus, 25 or more monitoring days may be needed to detect over 80 percent of the species using a crossing structure, but 60 percent of them are detected by day 10, and 70 percent, by day 16. The statistical fit obtained for different function types allows the Clench model to be recommended for evaluating the results obtained in monitoring programs intended to determine the number of species using each crossing structure. This model yielded the highest mean explanatory power (mean r²=0.905) using only two parameters; it provided neither a systematic overestimate nor an underestimate of richness, and offered a low degree of uncertainty (2.3% non-significant parameters). In short, 10 to 15 days of monitoring may be enough to provide a basic knowledge of the animal species using crossing structures at a particular time, although the monitoring period could be somewhat shorter or longer according to the requirements of particular cases. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Data collection KW - Environmental monitoring KW - Roadside fauna KW - Spain KW - Time duration KW - Vertebrates KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1359222 ER - TY - CONF AN - 01568761 AU - Pocock, Zoe AU - Lawrence, Ruth E AU - North Carolina State University, Raleigh TI - How Far into a Forest Does the Effect of a Road Extend? SN - 0977809412 PY - 2005 SP - pp 397-405 AB - The concept of the road-effect zone has been developed and researched predominantly in the Northern Hemisphere. This study measures the extent of road impacts into a temperate eucalypt forest ecosystem in southeastern Australia. The Epsom-Barnadown Road is a two-lane arterial road connecting regional centres in northern Victoria to the City of Greater Bendigo. Passing through the Bendigo Regional Park, the Epsom-Barnadown Road carries more than 1,600 vehicles per day. Transects of 1 km in length cited perpendicular to the road were established to measure road impacts on the flora and fauna of box-ironbark forest. Exotic vegetation was found to extend about 50 m from the road. Traffic noise and light penetration varied according to topography and vegetation cover, but averaged of 350 m and 380 m, respectively, from the road. Mammal surveys indicated there was an increase in species richness once traffic noise reached ambient levels (40 dB) and traffic light penetration ceased. Bird surveys resulted in the identification of four species (9%) that only occurred within 150 m of the road (edge species) and 21 species (58%) that only occurred at distances of 150 m or more from the Epsom-Barnadown Road (interior species). A core habitat area for bird species was identified at about 900 m from the road. It was found that the average width of forest in the Bendigo Regional Park impacted by the Epsom-Barnadown Road was 1800 m, which translates to an area of 1.8 km² per kilometre of road. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Arterial highways KW - Ecosystems KW - Environmental impacts KW - Forests KW - Habitat (Ecology) KW - Roadside flora and fauna KW - Spatial analysis KW - Temperate regions KW - Victoria (Australia) UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1359220 ER - TY - CONF AN - 01567200 AU - Ben-Ami, Dror AU - Ramp, Daniel AU - North Carolina State University, Raleigh TI - Modeling the Effect of Roads and Other Disturbances on Wildlife Populations in the Peri-Urban Environment to Facilitate Long-Term Viability SN - 0977809412 PY - 2005 SP - pp 317-322 AB - Roads and traffic exhibit a multitude of impacts on wildlife populations. Most road ecology research seeks to assess the quantity and diversity of fatalities from collisions with vehicles, while studies documenting the impact of roads on the structure and sustainability of wildlife populations adjacent to roads have been lacking. Populations of wildlife existing within the confines of fragmented reserves are particularly susceptible to fatalities on roads, especially those situated within peri-urban and semi-rural matrices. The authors chose to examine the effects of disturbances, including fatalities on roads, using four case studies from Australia. These studies included a range of fauna, including the long-nosed bandicoot, the koala, and two studies of the swamp wallaby. To explore the impact of the various threats to wildlife living in peri-urban reserves, each case study utilized a population modeling approach. A combination of PVA modeling and sensitivity analysis was used to assess the impact of disturbances on the populations and identify appropriate management options to target disturbances. The authors discuss the utility of this approach in enabling conservation managers to assess the long-term viability of wildlife in these environments and in establishing management targets for improving viability in populations predicted to decline. In all four cases road fatalities were a major disturbance, but the different landscape characteristics of each reserve and other threat levels altered the relative impact of roads. The findings suggest that the combination of a range of management options, such as road fatality prevention, control of predation, and improvements in immigration and fertility, are often necessary although the exact combination will be location specific. Road management in the peri-urban environment can play a substantial role in ensuring the persistence of isolated populations in protected reserves that are surrounded by, and traversed by, roads. Given the broad geographic scale of roads, their effect on wildlife populations may be best understood from a landscape perspective, taking into account other disturbances that may be influencing population viability. The authors recommend the integration of PVA, sensitivity analysis, and GIS-based dispersion models as a suitable means for addressing both the temporal and spatial impacts of roads in order to successfully manage wildlife populations. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Australia KW - Case studies KW - Conservation KW - Environmental impacts KW - Environmental protection KW - Habitat (Ecology) KW - Roadside fauna KW - Urban areas KW - Wildlife UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-301-324.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1358993 ER - TY - CONF AN - 01567199 AU - Goosem, Miriam AU - Weston, Nigel AU - Bushnell, Sally AU - North Carolina State University, Raleigh TI - Effectiveness of Rope Bridge Arboreal Overpasses and Faunal Underpasses in Providing Connectivity for Rainforest Fauna SN - 0977809412 PY - 2005 SP - pp 304-316 AB - Rope bridge overpasses and faunal underpasses were effective in restoring rainforest habitat connectivity for many tropical rainforest species that suffer high levels of road mortality or that avoid large clearings, such as those for roads, and, therefore, suffer barrier effects. Faunal underpasses furnished with logs and rocks to provide cover were constructed in 2001 at a hotspot for tree-kangaroo mortality. The narrow road and 120-m-wide strip of abandoned pasture divided two blocks of rainforest severing an important highland wildlife corridor through an agricultural landscape. No rainforest small mammals were recorded crossing the gap in six months of trapping prior to the road upgrade. During the upgrade, corridors of rainforest trees were planted through the pasture to connect with underpass entrances. Underpass use was monitored weekly using sand tracking beds complemented by infrared-triggered digital cameras. Weekly road kill data were collected for 12 months prior to construction and continues on two 0.5-km road transects in the vicinity of the underpasses and two transects along a highway dividing similar rainforest habitat 5km to the north. In 2004, bird and small mammal use of the planted corridors was investigated. Many terrestrial rainforest species use the underpasses, including medium-sized and smaller mammals and terrestrial birds, together with two confirmed passages of the rare target species, Lumholtz’s tree-kangaroo. Road mortality near the underpasses has remained low, whereas road kill rates are much greater along the narrow rainforest highway without underpasses. Community composition of rainforest birds within the corridors is approaching that of edge rainforest nearby, demonstrating effectiveness at this early stage of growth. However, although rainforest small mammals reside in the corridors, feral and pasture species still dominate, emphasizing the need for longer growth periods to encourage greater use by rainforest specialist mammals of the connectivity afforded by corridors and underpasses. Several rope bridges erected 7m above narrow roads and designed for use by rare arboreal rainforest mammals have also proven effective and are regularly used by the obligate arboreal Lemuroid ringtail possum, which will not cross roads on the surface or via underpasses. Several other possums that rarely venture to ground level are also regular crossers. Structures also provide safe crossing routes for arboreal species that otherwise suffer road mortality. Monitoring using active infrared-triggered cameras, scat and hair collection, and spotlighting has shown all target rainforest ringtails and other possums using rope tunnel and cheaper rope ladder designs. Similar designs have since been installed elsewhere in Australia over four-lane highways. Subsequent rainforest studies will investigate use of longer rope bridges above a wide highway using mark-recapture and radio-tracking to determine home range and provide population information prior to construction, followed by systematic monitoring of the rope bridges. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Forests KW - Habitat (Ecology) KW - Queensland KW - Road kill KW - Roadside fauna KW - Tropics KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-301-324.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1358992 ER - TY - CONF AN - 01567198 AU - Bekker, Hans AU - North Carolina State University, Raleigh TI - Taking the High Road: Treetop Bridges for Arboreal Animals SN - 0977809412 PY - 2005 SP - pp 323-323e AB - The major impact of habitat fragmentation results from the barrier effect caused by the construction and use of linear infrastructure of transportation systems. Habitat fragmentation can be described as the splitting of natural habitats and ecosystems into smaller and more isolated patches. It is recognized as one of the most important global threats to the conservation of biological diversity. Fauna passages are constructed to minimize the negative effects of habitat fragmentation. However, there are only some vague ideas about measures for tree-dwelling mammals (excluding bats). Some anecdotal stories, using the international network and information from and discussion with interested people, helped to develop some thoughts for design and construction of tree-bridges. There is some information about measures for squirrels, dormice, monkeys, possums and pine marten. These species, for which such measures could be fruitful, are sometimes very common and well known by the public: squirrels; and sometimes rare and only known by specialists and biologists: several obscure possums. The ideas for measures are asking for input from a broader audience. This paper will present and discuss some ideas and some concrete examples and some results of tree-bridges. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Ecosystems KW - Environmental protection KW - Habitat (Ecology) KW - Mammals KW - Roadside fauna KW - Trees KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-301-324.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1358994 ER - TY - CONF AN - 01567197 AU - Griffin, Kathleen AU - North Carolina State University, Raleigh TI - Use of Low Fencing with Aluminum Flashing as a Barrier for Turtles SN - 0977809412 PY - 2005 SP - pp 366-368 AB - The author examined the effects of road mortality on a population of western painted turtles (Chrysemys picta belli) in west-central Montana; these turtles make up the majority of road mortalities in a section of highway that bisects the Ninepipes National Wildlife Refuge. The objective of the barrier fencing experiment was to determine whether turtles were able to breach fencing designed to direct turtles towards crossing structures and thereby keep them off the road. The author constructed 45.7-cm-high turtle enclosures out of 2- by 5-cm fencing with and without 10- or 15-cm-high flashing attached at the top. Turtles were placed in the enclosures, and behavior was observed for one hour. Of 124 turtles, only four (3.2%) were able to climb to the flashing. No turtles climbed over the flashing within the time allowed. In enclosures without flashing, two (3.8%) were able to breach the fencing. The results of this experiment will help in the design of appropriate barriers to keep turtles off the road and direct them towards crossing structures. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Fences KW - Montana KW - Road kill KW - Roadside fauna KW - Turtles KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-325-368.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1359022 ER - TY - CONF AN - 01567196 AU - Puky, Miklós AU - North Carolina State University, Raleigh TI - Amphibian Road Kills: A Global Perspective SN - 0977809412 PY - 2005 SP - pp 325-338 AB - Transportation infrastructure is a major factor determining land use forms. As global changes in this factor are the most important for biodiversity, roads fundamentally influence wildlife. The effect of roads on wildlife has been categorized in several ways resulting in six to ten categories with road kill as an obvious and important component, and amphibians are greatly affected by this factor. As this animal group has been documented to decline from multiple threats worldwide, the study and mitigation of their deaths on roads has become an important conservation priority. It was also detected as a single cause of decline, and data have accumulated on related population fluctuations, isolation, decline, and extinction in several countries. Genetics studies greatly improve the insight into these processes, e.g., by repeatedly proving significantly low heterozigocy in populations of several species living near roads. Amphibian road kills have been long documented and described due to their spectacular nature, but the overall effect of transportation infrastructure on amphibians was often underestimated due to contrasting research results. The speed of transport and the duration and timing of the surveys in which information was collected turned out to be decisive factors, causing differences of 5.5-16 times the number of road-killed amphibians recorded, mainly in connection with the low visibility and retention time of amphibians on roads. In light of such amphibian-related differences, the often cited national road kill estimates may well be considerably higher in practice, as well. Amphibian road mortality studies have been conducted almost exclusively in developed countries, mostly in Europe and North America, and under temperate zone conditions. In general, all terrestrial and semi-aquatic amphibian species can suffer from road kills where they have populations near roads. However, different amphibian species are threatened to a different extent by traffic because of their specific life history characteristics. Besides amphibian-specific factors (amphibian movement types, length and direction of movement, velocity, temporal movement pattern, behavioural changes on roads), the spatio-temporal pattern of amphibian road kill is also influenced by habitat and transportation characteristics (especially aquatic habitats and vegetation, road density, traffic intensity, vehicle speed, position and structure of roads, and awareness of drivers, respectively) and weather conditions (precipitation, temperature, wind). The effect of these factors must be understood before the need for mitigation can be evaluated and measures designed and built. Many mitigation measures have been built since the first amphibian tunnels were created in 1969 near Zürich, Switzerland, and a high diversity of technical solutions successfully reduced amphibian road kills under different conditions. New research results have shown that amphibian tunnels can also be permeable for reptiles, such as snakes and small mammals. However, the lack of maintenance and construction deficiencies are common problems, which lower the efficiency of these measures worldwide. Road kills also have socio-ecological importance. Successful road-kill related projects have the potential to improve the understanding of decision-makers regarding road-related problems, also leading to their support of more complex conservation projects, including, for example, habitat restoration or compensatory developments near roads. Using the media to educate the general public about conservation efforts to reduce road kill, such as setting up frog fences in the USA and toad saving campaigns in Europe, clearly helps to realize this aim by influencing support provided by various authorities. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Amphibians KW - Animal behavior KW - Conservation KW - Environmental protection KW - Habitat (Ecology) KW - Road kill KW - Roadside fauna UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-325-368.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1359019 ER - TY - CONF AN - 01567195 AU - Iuell, Bjørn AU - Strand, Olav AU - North Carolina State University, Raleigh TI - Monitoring Effects of Highway Traffic on Wild Reindeer SN - 0977809412 PY - 2005 SP - pp 292-300 AB - Some of the major wildlife problems associated with transport infrastructure development in Norway involve the negative effects on reindeer populations. Documented effects include barrier effects resulting in fragmented populations and indirect impacts on reindeer grazing caused by disturbance from road traffic and human activities in general. Wild reindeer are sensitive to disturbance and are known to have high alertness and tend to be extremely shy of human activities. The disturbance caused by road traffic and human activities can reduce the reindeer's use of areas for large distances (several kilometres) on either side of roads. The result of this avoidance is a reduction in the available grazing resources, which during the winter consist mainly of lichens, in wide zones parallel to roads, and an equivalent increase in grazing pressure in a zone at some distance from roads in undisturbed areas. Because lichens needs 20 – 30 years to recover after periods of intensive grazing, the wild reindeer are regarded as especially vulnerable to barriers that reduce their possibilities to reach new grazing grounds. At the Hardangervidda, the biggest mountain plateau in Southern Norway, the functional use of the wild reindeer area has probably changed from being a large-scale rotation in the use of the food resources and calving areas, to a more restricted use of a smaller and central area, becoming an overexploitation of a too small area. The northern parts of the Hardangervidda, for example, are functionally parted from the rest by Highway (Hw) 7 and the railroad. This situation is not unique to the northern parts of Hardangervidda, but appears to be a general problem for most of the edges, and many of the surrounding of the plateau areas that also happen to be most affected by humans and are no longer used by the reindeer. The Norwegian directorate for nature management has suggested closing down a stretch of about 40 km of Hw 7 crossing the Hardangervidda, during the winter months. The aim is to resume reindeer habitat use in this part of the area. Even if the road has very low traffic in the winter months (ADT 300-400), the suggestion has caused a lot of protests and discussions locally. In 2002 scientists from the Norwegian Institute of Nature Research (NINA) were engaged by the Norwegian Public Roads Administration (NPRA) in a five-year study to undertake research on patterns of reindeer habitat use and utilization of the lichen grazing resources and on the movements of wild reindeer in the areas believed to be influenced by the road. The main purpose of the project is to find out to which degree the road and/or the traffic generated by the road constitute a barrier for the wild reindeer, and if it has a repelling effect on the animals. The NPRA will draw up its recommendation to the Parliament on the future management of the road based on the results of the project. The project has equipped a total of more than 20 animals with GPS transmitters, providing continuous detailed and accurate data on their habitat use and movements. The GPS units are programmed to register each animal each third hour. The data are stored in the computer in the collar, which includes a possibility for remote data transfer, and the computer is programmed to deliver the data every second week. The collar also sends out a VHF signal, so the animal can be tracked, and the data downloaded to a portable computer. Because the fragmentation is the result of the cumulative effects of different disturbance sources, the project also aims to look into the relative contribution level of disturbance from other sources than road traffic, e.g., power lines, the settlement of cottages and alpine resorts, and recreational use by skiers and snow scooters. Maps of the distribution of different reindeer food resources (e.g., lichens) have been produced both by using field surveys and by the use of satellite images. When the preliminary GPS data are compared with the distribution of lichen resources in the area, it is clear that the animals do not use the areas richest in lichens: going to the outskirts of the plateau and in a zone 5 – 7 km from the road. This zone of avoidance also strengthens the barrier effect of the road such that the migration routes to and from the North are more or less cut off. This is both a problem of reduced genetic flow, and the availability of winter grazing resources. The field work closes in 2005, and the results will be presented in 2006. The data will hopefully also give valuable information about the relative disturbance from other disturbance factors, so that action can be taken based on the right factors. Future research should focus more on the relative and cumulative effects of different disturbance factors, and whether placing selected stretches of the road in tunnels can eliminate or reduce the negative effects on reindeer. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Animal migrations KW - Deer KW - Environmental impacts KW - Environmental monitoring KW - Highway traffic KW - Norway KW - Wildlife UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-287-300.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1358968 ER - TY - CONF AN - 01567194 AU - Carey, Marion AU - North Carolina State University, Raleigh TI - Addressing Habitat Fragmentation Impacts from Construction of a New Highway SN - 0977809412 PY - 2005 SP - pp 301-303 AB - The purpose of this project was to develop methods to analyze impacts from and find solutions for habitat fragmentation resulting from the construction of a new highway across two military bases (McChord Air Force Base and Fort Lewis Army Base). The bases contain large blocks of rare terrestrial habitats. The need to maintain the security of the bases limits the ability to use on-site methods, such as underpasses and crossing structures. In 2003, the Crossbase highway project, which had been a Pierce County-sponsored project, was identified as a new state highway, and thus became the Washington State Department of Transportation’s (WSDOT) responsibility. The six-mile-long highway cuts through two adjoining military bases to connect a heavily developed urban/industrial area with Interstate 5. Both military bases have core areas containing airfields, housing, operational, and commercial areas that are surrounded by largely undeveloped natural habitats consisting of large wetlands, coniferous forests, rare oak woodlands, and rare native prairie areas. These natural areas are bisected by an extensive network of gravel and paved roads and are used for military training activities. These rare habitats support four federal candidate species, and one state-listed endangered species. Development activities surrounding the military bases have fragmented and eliminated much of the habitats outside of the bases. The new highway is expected to result in three main ecological impacts: direct loss of rare habitat types, decreased use of surrounding habitat due to impacts associated with the operation of the highway (e.g., noise), and habitat fragmentation or isolation of habitats. While mitigation ratios exist to address the elimination of habitats such as wetlands, no ratios or methods exist to quantify impacts associated with operation impacts or habitat fragmentation. Working in conjunction with Washington State Department of Fish and Wildlife (WDFW), WSDOT developed a method to assess these impacts based on the level of function that would be lost. This method was used to determine what the total habitat enhancement and restoration package for the Crossbase highway should be. The resulting habitat enhancement and restoration package that was developed consists of three parts: acquisition of a large parcel of rare habitat, restoration and enhancement of the acquired site, and providing funding for additional restoration, acquisition, and enhancement activities. While construction of the highway has not begun, WSDOT is proceeding with acquiring the restoration and enhancement site and has provided funding for the additional acquisition, restoration, and enhancement activities. The developed method will be used on other new highway projects in the future. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Endangered species KW - Environmental impact analysis KW - Habitat (Ecology) KW - Highway planning KW - Restoration ecology KW - Road construction KW - Washington (State) UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-301-324.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1358991 ER - TY - CONF AN - 01567193 AU - Ruediger, William (Bill) C AU - Wall, Ken AU - Wall, Robin AU - North Carolina State University, Raleigh TI - Effects of Highways on Elk (Cervus Elaphus) Habitat in the Western United States and Proposed Mitigation Approaches SN - 0977809412 PY - 2005 SP - pp 269-278 AB - Elk herds in the western United States are a national treasure that has taken many decades to establish and nurture since the early 1900s. Billions of dollars of public and private funds have gone into re-establishment of elk and other terrestrial wildlife species. While some highway agencies have begun to address elk and other terrestrial wildlife species in new highway projects, more progress is needed. Consistency is a problem. Some projects in elk habitat consider wildlife crossings, often for safety purposes only. Land management and state wildlife agencies need to be more involved in highway projects and wildlife mitigation. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Deer KW - Elk KW - Environmental impacts KW - Habitat (Ecology) KW - Highways KW - Road kill KW - Western States KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-269-278.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1358964 ER - TY - CONF AN - 01567192 AU - Olenicki, Tom AU - Craighead, Lance AU - North Carolina State University, Raleigh TI - Modeling Highway Impacts Related to Grizzly Bear Core, Living, and Connectivity Habitat in Idaho, Montana, and Wyoming Using a Two-Scale Approach SN - 0977809412 PY - 2005 SP - pp 287-291 AB - To address highway impacts on grizzly bear movements and population persistence (and by inference other wildlife species) a two-tiered modeling approach was used. At a coarse scale, highway segments were ranked in importance based upon their relative effects on grizzly bear core and connectivity habitat. At a fine scale, influences were examined by including highway features such as jersey barriers and bridges in the modeling process. Grizzly bears are widely considered an “umbrella” or “focal” species whose protection and persistence will benefit a broad assemblage of plant and animal species; in general, maintaining grizzly bears will maintain biodiversity and the health and function of natural ecosystems. Highways have negative impacts on grizzly bears, biodiversity, and natural ecosystems that can be mitigated to some degree by reducing the fragmentation effects of the highway. To address fragmentation effectively, highway segments need to be prioritized based upon their relative impact on grizzly bear habitat and movement. Highway mitigation efforts and habitat conservation efforts can then be guided to address the areas of greatest impact. Factors found to affect grizzly bear movement and habitat quality are road density, building density, land cover type, habitat heterogeneity, and amount of forest-grassland edge habitat. Within a geographic information system (GIS), habitat quality was modeled and used to define core areas (large enough area for a small population to survive), living habitat (large enough for an individual to survive), and connectivity habitat (connections between core habitat). Highway impacts on grizzly bear habitat and movement were estimated at the coarse scale by estimating the total length of highway intersecting: (1) suitable grizzly living habitat, (2) core grizzly habitat, and (3) connectivity habitat. Highways were weighted to reflect their overall impact, and lengths of highway segments were estimated to reflect the relative impact of each highway on grizzly bear habitat. Highway impacts on grizzly bear habitat and movement at the fine scale incorporated data on building locations, road sinuosity, slope, and global positioning system (GPS) locations of highway features such as jersey and/or texas barriers, and presence of guardrails. These features tend to affect animal and/or motorist behavior during attempts at highway crossings. At the fine scale, areas of secure habitat were delineated based upon contiguous areas of high quality habitat encompassing 10 km² or larger. A pilot modeling project was completed for the Bozeman Pass, Montana, area that should be applicable to other highway segments within potential grizzly bear habitat of Montana, Idaho, and Wyoming. The authors' approach offers the ability to identify important areas at a coarse scale and then use fine-scale efforts to identify specific road segments of concern. Fine scale modeling should be done at all high-impact sites to help determine optimal locations where animals may attempt to cross highways. Additionally, other species may be modeled to examine locally important wildlife. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Ecosystems KW - Environmental impacts KW - Geographic information systems KW - Grizzly bears KW - Habitat (Ecology) KW - Highways KW - Idaho KW - Montana KW - Wildlife KW - Wildlife crossings KW - Wyoming UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-287-300.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1358967 ER - TY - CONF AN - 01567191 AU - Jochimsen, Denim M AU - North Carolina State University, Raleigh TI - Factors Influencing the Road Mortality of Snakes on the Upper Snake River Plain, Idaho SN - 0977809412 PY - 2005 SP - pp 351-365 AB - This study documents the magnitude of road mortality on snake species that occur in sagebrush steppe habitat, provides insight into how susceptibility to this mortality differs among species as well as by sex and age class of individuals, and examines how different landscape variables influence road-kill aggregations using a logistic regression model. The author collected data by road cruising a 183-km road loop on the upper Snake River Plain in southeastern Idaho from May through October of 2003. The author conducted 56 total routes, traveling 10,248 km and encountering a total of 253 snakes (0.025 snakes/km) over the six-month survey period; 93 percent of these animals were found dead on the road surface (DOR). The majority of observations belonged to two species, with gophersnakes (Pituophis catenifer) comprising 75 percent of all road records, and western rattlesnakes (Crotalus oreganus) comprising 18 percent of all road records. Monitoring data from three of the largest snake hibernacula on the site indicate that rattlesnakes are the most abundant snake species, comprising 50 percent of all captures at trapping arrays since 1994. This suggests that gophersnakes may be more susceptible to road mortality due to higher vagility, or that monitoring efforts do not effectively estimate their populations; this question remains to be explored. Overall, the author documented more traffic casualties of adults than any other age class, the majority of which were males (64%). Road mortality varied seasonally by age and sex classes for both gophersnakes and rattlesnakes. More adult male gophersnakes were discovered DOR in May and June, while the death of adult females did not exhibit a trend. The author documented a significant pulse of subadult mortality during the month of September. The seasonal trends in mortality of rattlesnakes differed from gophersnakes, but were not significant. This indicates that individuals may be more susceptible to road mortality during specific movements, such as mating or migration. The logistic regression indicated that increased cover of grass along roadsides, basalt piles, and mean distance to den were positively associated with gophersnake occurrence on roads. As most grasses on the site are invasive, this result implies that habitat change due to invasive species may be increasing susceptibility of gophersnakes to mortality. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Ecosystems KW - Habitat (Ecology) KW - Idaho KW - Logistic regression analysis KW - Road kill KW - Roadside fauna KW - Snakes KW - Wildlife UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-325-368.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1359021 ER - TY - CONF AN - 01567190 AU - Simek, Stephanie L AU - Jonker, Sandra A AU - Endries, Mark J AU - North Carolina State University, Raleigh TI - Evaluation of Principal Roadkill Areas for Florida Black Bear SN - 0977809412 PY - 2005 SP - pp 279-286 AB - The high number of vehicle-bear collisions and the potential impact of these collisions on both humans and bears prompted a re-evaluation of principal roadkill areas for the Florida black bear (Ursus americanus floridanus). The Florida Fish and Wildlife Conservation Commission has documented an increasing statewide trend in the number of roadkill bears since 1976. Previous research indicates roadkills are concentrated in particular areas based on several habitat features (Gilbert and Wooding 1996). Additionally, Gilbert and Wooding (1996) suggest the areas with the largest bear populations (Apalachicola, Big Cypress, and Ocala) have accounted for the greatest number of roadkill, particularly Ocala National Forest. Most recently, Gilbert et al. (2001) prioritized “chronic” bear roadkill areas using roadkill data and habitat characteristics. A subset of black bear roadkill locations (May 2001-September 2003) was evaluated as part of a larger study focusing on several variables, including changes in patterns of principal roadkill areas. Using a simple density analysis (ESRI), principal roadkill areas were identified as those areas which have three or more roadkill instances within a distance of one mile. A one-mile buffer was established surrounding each of these identified areas to ensure that all roadkill locations were included. From the established criteria and analysis, principal roadkill areas were defined during the time frame May 2001 through September 2003. These principal roadkill areas were located in Apalachicola, Chassahowitzka, Ocala, and St. Johns. The majority of the principal roadkill areas, similar to previous research (Gilbert and Wooding 1996), were identified in Ocala. Although the results from the 2001-2003 analysis identified a number of principal roadkill areas documented by Gilbert and Wooding (1996) and Gilbert et al. (2001), several segments were no longer classified as principal roadkill areas, and a few new areas were documented. These new results prompted a re-evaluation of the data using the same time frame as Gilbert and Wooding (1996) as well as the full data set (1976-2004) to determine the causes of variation. These results identify trends in the occurrence of principal roadkill areas and determine re-occurring “chronic” areas. This evaluation provides information for managers and planners who must take direct management action in an effort to minimize road impacts on bears. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Black bears KW - Data analysis KW - Florida KW - Habitat (Ecology) KW - High risk locations KW - Road kill KW - Wildlife UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-279-284.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-285-286.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1358965 ER - TY - CONF AN - 01567189 AU - Andrews, Kimberly M AU - Gibbons, J Whitfield AU - North Carolina State University, Raleigh TI - Dissimilarities in Behavioral Responses of Snakes to Roads and Vehicles Have Implications for Differential Impacts Across Species SN - 0977809412 PY - 2005 SP - pp 339-350 AB - Roads can act as a barrier to overland movement of animals by causing habitat fragmentation, disrupting landscape permeability, and having an impact on survivorship patterns and behavior. The authors conducted field experiments to determine how southeastern U.S. snake species with different behaviors and ecologies responded to roads. They attributed interspecific differences in how individual snakes responded to ecological and behavioral differences among the species tested. The probability that a snake would avoid entering the road rather than crossing it varied significantly among species. Smaller species showed high road avoidance behavior. They also observed significant differences in crossing speeds among species. Most nonvenomous species crossed more rapidly than venomous ones. Nonetheless, all species minimized road-crossing time by traveling at perpendicular angles. The authors also conducted field tests to determine how individual snakes respond to passing vehicles. They observed that most individuals of the three species tested became immobile when a vehicle passed, a non-adaptive behavior that would prolong roadcrossing time of an individual and further exacerbate a species’ vulnerability when crossing roads. It is essential that the differential responses of snakes and other animals to roads be identified if the direct impacts of road mortality are to be incorporated into future mitigation plans that minimize road impacts in efforts to design more effective transportation systems. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Habitat (Ecology) KW - Highway traffic KW - Road kill KW - Roadside fauna KW - Snakes KW - Southeastern United States KW - Wildlife UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh8-325-368.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1359020 ER - TY - CONF AN - 01566880 AU - Payson, Liz AU - Corwin, Jennifer AU - North Carolina State University, Raleigh TI - High-Altitude Revegetation Experiments on the Beartooth Plateau Park and Carbon Counties, Montana, and Park and Bighorn Counties, Wyoming SN - 0977809412 PY - 2005 SP - pp 245-249 AB - The Federal Highway Administration (FHWA) Central Federal Lands Highway Division is conducting a comprehensive study to identify techniques that maximize the opportunities for successful revegetation along high altitude portions of U.S. Highway 212, the Beartooth Highway. A portion of the Beartooth Highway that travels through alpine and subalpine areas is proposed for reconstruction by the FHWA. FHWA has conducted revegetation experiments in the form of test plots and seed-increase experiments since 1999 to identify the most successful revegetation techniques for revegetating alpine areas. Over a period of four years, four revegetation experiments have been placed on the Beartooth Highway to investigate the most effective revegetation techniques for subalpine and alpine disturbances. Variables tested include topsoil placement, organic amendments, surface mulches, seeding rate, and seed source (locally collected or commercial sources). In addition, three seed-growout experiments have been conducted at a nearby farm in Manderson, Wyoming, to assess whether seed collected on the Beartooth Plateau can be produced in large quantities and used to revegetate disturbed areas associated with construction. These seed-growout experiments tested the potential to commercially produce a variety of alpine and subalpine forb, grass, and sedge seed. The results from this study will assist highway departments, mining, oil and gas, and utility companies, and other land-management agencies in revegetating high-altitude disturbances to meet requirements of various state, local, and federal permits. The study makes conclusions about the effectiveness of several revegetation items, such as seeding rate, type of organic amendment, fertilizer reapplication, and topsoil placement and makes recommendations for further study regarding native-seed propagation. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Beartooth Highway KW - Highway corridors KW - Montana KW - Mountain roads KW - Native plants KW - Restoration ecology KW - Roadside flora KW - Vegetation KW - Wyoming UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh7-245-249.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1358342 ER - TY - CONF AN - 01566878 AU - Bonoff, Michael B AU - Toledo, Zachary O AU - Ryan, William A AU - Carson, Robert G AU - North Carolina State University, Raleigh TI - Oregon Department of Transportation’s OTIA III State Bridge Delivery Program: 400 Bridges One Biological Opinion SN - 0977809412 PY - 2005 SP - pp 231-242 AB - The Oregon Department of Transportation (ODOT) concluded a study in 2001 of the condition of Oregon bridges nearing the end of their design life—those built in the late 1940’s to the early 1960’s. Funded under the first two phases of the Oregon Transportation Investment Act (OTIA I and II), this study found varying degrees of shear (diagonal cracking) in a large number of the state’s bridges. In July 2003, Oregon Governor Ted Kulongoski signed legislation authorizing OTIA III, a $2.5 billion transportation package, including $1.3 billion to repair or replace over 400 bridges under the OTIA III State Bridge Delivery Program (Bridge Program) over the next 10 years. Timely completion of environmental regulatory permitting was critical to meet the Bridge Program’s aggressive construction schedule. To facilitate this, ODOT and the Federal Highway Administration (FHWA) began working with a number of federal and state regulatory and resource agencies in late 2002 to develop permitting strategies that would meet the dual goals of timely review of individual permitting and protection and enhancement of fish and wildlife habitat. In addition to coverage under the Federal Endangered Species Act (ESA), the preferred regulatory compliance approach needed to ensure compliance with other state and federal statutes designed to protect fish, wildlife, and plant species and their habitat, including the Oregon ESA, Migratory Bird Treaty Act (MBTA), Marine Mammal Protection Act (MMPA), Magnuson-Stevens Fishery Conservation and Management Act (MSA), and Fish and Wildlife Coordination Act. As a contractor to ODOT, Mason, Bruce & Girard, Inc. (MB&G) worked closely with ODOT and other state and federal agencies from 2003 through 2004 to prepare a programmatic Biological Assessment (BA) for the Bridge Program. Critical to the BA was the development of a set of environmental performance standards designed to minimize and avoid impacts to ESA listed species. In addition, a fluvial performance standard was developed to ensure that bridges replaced under the OTIA III Program would enhance, not simply maintain, geomorphological features at the bridge site. The BA was submitted to the regulatory agencies in March 2004. In June 2004, ODOT received a joint Biological Opinion from NMFS and the USFWS addressing 73 threatened, endangered, proposed, and selected sensitive species and their designated or proposed critical habitat. In addition to listed fish, wildlife, and plants, the BA also satisfied the requirements of the MMPA, MBTA, FWCA, and MSA. ODOT expects that 85 to 90 percent of the bridges under the OTIA III Bridge Program will be permitted using the programmatic approach, resulting in significant time and cost savings. ODOT anticipates that the programmatic approach to environmental compliance will, program-wide, result in time and cost savings of two years and $54 million over the 10-year program, exclusive of time saved on the part of state and federal resource agencies. Bridge design using the environmental performance standards developed for the program is now underway. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Bridges KW - Compliance KW - Environmental policy KW - Environmental streamlining KW - Oregon Department of Transportation KW - Permits KW - Programming (Planning) KW - Project delivery KW - Rehabilitation (Maintenance) UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh6-227-244.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1358335 ER - TY - CONF AN - 01566870 AU - Cresswell, Warren AU - Wray, Stephanie AU - North Carolina State University, Raleigh TI - Mitigation for Dormice and Their Ancient Woodland Habitat Alongside a Motorway Corridor SN - 0977809412 PY - 2005 SP - pp 250-259 AB - The M2 motorway-widening scheme in Kent, England was set within a constrained, environmentally sensitive corridor. Ecologists were involved from the earliest stages of the project and throughout the planning, development, and implementation phases they worked alongside the design engineers to develop pragmatic solutions to the potential impacts of the scheme. One of the most significant impacts was on the areas of ancient woodland that abut the existing motorway. Since the widening was on-line or adjacent to the existing motorway, the widening proposals sought to minimize the ancient woodland land-take, but some loss was inevitable. The scheme was discussed at length with the statutory consultees. One option considered was a contribution to offsite habitat creation (mitigation banking). Instead, a scheme for the creation of new woodland adjacent to the scheme was developed. However, rather than simply planting trees onto a bare site, an ambitious proposal to translocate the existing ancient woodland soil to the new site was implemented. From the outset, the ancient woodland topsoil was identified as a valuable resource, having developed in shaded conditions for hundreds of years and containing a considerable diversity of woodland seeds, bulbs, micro-organisms, and invertebrates. The majority of the woodlands affected by the scheme were commercial sweet chestnut coppice of little intrinsic nature conservation value, but all of the woodlands supported the protected hazel dormouse. Over a year before the contract to widen the M2 was let, the ecological advance works began on site. The trees within all of the strips of woodland where the motorway widening would take place were coppiced during winter, using hand-held tools and without permitting vehicles onto the ancient woodland soil. This work was timed to coincide with the period when dormice would be hibernating on the ground. On waking from hibernation in spring, the dormice moved into the canopy of the remaining woodland, where their habitat had been enhanced by the provision of artificial nest sites and woodland-management techniques, including selective coppicing and replanting. The following autumn, the ancient woodland soil (with its seed-bank intact) was carefully excavated and re-spread on a specially prepared ‘receptor site.’ One hundred mature coppiced hazel trees were transplanted from the area of the widening to the new site to provide food for dormice. Also, 60,000 new trees of an appropriate diverse species mix and of local provenance were planted. Piles of decaying timber were also assembled to provide a habitat for fungi and dead wood invertebrates. The new woodland that has been created connects three existing woods, enhancing their nature conservation value and providing a linking function as a substantial ‘wildlife corridor.’ There is also a public footpath and bridleway, suitably fenced throughout the length of the site so that the new woodland can be enjoyed by local people. The translocated ancient woodland soil will give the new woodland a valuable start in its development by providing many of the important components of a woodland ecosystem. The site is being monitored closely for at least the next 10 years, and each successfully transferred element of the habitat is being carefully logged and its progress to full establishment recorded. Five years on, the woodland is developing well. There is a distinct woodland ground flora, with carpets of bluebells in the spring, and woodland invertebrates are still present. The tiny fragment of retained woodland in the center of the site still holds a population of dormice. The translocated and new Hazel are beginning to fruit heavily so that a further eight hectares of habitat will soon be available to the population. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Conservation KW - Ecosystems KW - Endangered species KW - Habitat (Ecology) KW - Highway corridors KW - Kent (England) KW - Pavement widening KW - Roadside flora and fauna KW - Rodents KW - Topsoil KW - Transplanting KW - Vegetation UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh7-250-259.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1358345 ER - TY - CONF AN - 01566866 AU - Spooner, Peter G AU - North Carolina State University, Raleigh TI - Response of Acacia Species to Soil Disturbance by Roadworks in Southern New South Wales, Australia SN - 0977809412 PY - 2005 SP - pp 260-267 AB - Heavy machinery is regularly used throughout the world to maintain infrastructure corridors. The purpose of this study is to investigate the response of roadside populations of three Acacia shrub species to soil disturbance from roadworks. Results were highly variable. However, resprouting and seedling emergence led to a 6.2 percent population increase at four road reserves. Two years after grading, there was significant resprouting of A. decora and resprouts reached a mean height of 72 cm. One year after disturbance, 71 percent of A. decora resprouts flowered and 49 percent also set viable seed. In contrast, there was patchy seedling emergence of A. pycnantha and A. montana. These results show that grading of roadsides appears to favor plants with strong resprouting ability and that the scale of response depends on the plants life-history attributes and the prevailing disturbance regime. Further studies of individual plant responses to soil disturbance can only better the understanding of plant dynamics in road and other transportation corridors. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Environmental impacts KW - Grading (Earthwork) KW - Highway maintenance KW - Native plants KW - New South Wales KW - Roadbuilding machinery KW - Roadside flora KW - Shrubs UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh7-260-268.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1358347 ER - TY - CONF AN - 01566863 AU - Aberle, Barbara AU - North Carolina State University, Raleigh TI - Washington State’s Transportation Permit Efficiency and Accountability Committee (TPEAC) SN - 0977809412 PY - 2005 SP - pp 220-225 AB - Washington State is about to complete a five-year effort to improve the environmental-permitting process for transportation projects. From its start in 2001, the Transportation Permit Efficiency and Accountability Committee (TPEAC) sought to streamline the environmental-permitting process for transportation projects in Washington State. Some of the goals of TPEAC are to reduce mitigation cost, increase environmental benefit, reduce the redesign of transportation projects, and reduce time required to obtain permits. Passage of the Transportation Streamlining Act by the Washington State Legislature in 2001 began the work of this committee. TPEAC has provided a valuable forum to bring together representatives of all entities involved in transportation permitting. TPEAC participants recognize the relationship between their individual roles and the importance of working together to bring about a more streamlined and integrated permitting process in order to use public resources more efficiently and achieve better environmental results. Several technical subcommittees established by TPEAC have developed some important transportation-streamlining tools and policies that help reduce costs and increase environmental benefits. TPEAC’s work to improve Washington State’s transportation permitting process serves as a model for collaborative, multi-stakeholder efforts to increase regulatory efficiency while maintaining high environmental standards. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Administrative procedures KW - Case studies KW - Committees KW - Environmental protection KW - Environmental streamlining KW - Permits KW - Project delivery KW - State government KW - Washington (State) KW - Washington State Department of Transportation UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh6-217-226.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1358332 ER - TY - CONF AN - 01566703 AU - Jaeger, Jochen A G AU - Fahrig, Lenore AU - Ewald, Klaus C AU - North Carolina State University, Raleigh TI - Does the Configuration of Road Networks Influence the Degree to Which Roads Affect Wildlife Populations? SN - 0977809412 PY - 2005 SP - pp 151-163 AB - Roads act as barriers to animal movement, thereby reducing the accessibility of resources on the other side of the road. Roads also increase wildlife mortality due to collisions with vehicles, and reduce the amount and quality of habitat. The purpose of this study was (1) to determine whether or not the configuration of road networks has an influence on the degree to which roads detrimentally affect wildlife populations and (2) to identify characteristics of road network configurations that make road networks less detrimental to the persistence of animal populations. To explore these questions, the authors used a spatially explicit individual-based stochastic-simulation model of population dynamics. A measure assumed to reduce the effects of the road network is the bundling of roads and traffic in order to keep as large areas as possible free from disturbances due to traffic. However, the suitability of this measure may be questionable because a group of several roads bundled together, or an upgraded road with more traffic on it, creates a stronger overall barrier effect that may be more detrimental to population persistence than the even distribution of roads across the landscape. The modelling results clearly supported the bundling concept. Population persistence was generally better (and never lower) when all traffic was put on one road than when it was distributed on several roads across the landscape. If traffic cannot be combined on one road, the model results suggested it is better to bundle the roads close together than to distribute them evenly across the landscape. The authors also were interested in the question of whether the effect of a road network was determined by the number and size of the pieces (“patches”) that it fragments a landscape into or by the total length of roads in the landscape. They expected that the effect of a road network would be the more detrimental the more patches it creates. The results were surprising: The expectation that fragmenting the landscape into more patches would be more harmful to population persistence (while total road length is kept constant) was contradicted by the model results in the case where the degree of road avoidance by the animals was low. This implies that for animals that do not very strongly avoid roads, it is more important to preserve core habitats at a sufficient distance from roads than to keep the number of patches low. The results are an important step towards a network theory for road ecology and towards the design of less detrimental road networks. Empirical studies comparing landscapes with differing road network configurations should be conducted in the future to validate the predictions and to provide a basis for developing more practical models for use in planning and designing of highway networks. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Animal migrations KW - Habitat (Ecology) KW - Highway planning KW - Land use planning KW - Network analysis (Planning) KW - Road kill KW - Roadside fauna KW - Spatial analysis UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-151-163.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1357806 ER - TY - CONF AN - 01566700 AU - DiGregoria, John AU - Luciani, Emilie AU - Wynn, Susan AU - North Carolina State University, Raleigh TI - Integrating Transportation Conservation With Regional Conservation Planning SN - 0977809412 PY - 2005 SP - pp 101-110 AB - Conservation planning in San Diego County has been ongoing since the early 1990’s and has resulted in the establishment of the Multiple Species Conservation Program (MSCP) in southwest San Diego County and the Multiple Habitat Conservation Program (MHCP) in northwest San Diego County. Currently, the County of San Diego is developing regional plans for the unincorporated lands remaining in north and east San Diego County. These regional plans are (or will be) permitted under the Federal Endangered Species Act (Section 10: Habitat Conservation Plan) and the State of California Natural Community Conservation Planning Act. This paper focuses on the integration of transportation conservation with the MSCP. “The MSCP is a comprehensive, long-term habitat conservation plan which addresses the needs of multiple species and the preservation of natural vegetation communities in San Diego County” (MSCP 1998). The MSCP covers 85 species, of which 20 species are federally listed and 14 are State listed, including 46 plant species and 39 animal species. The MSCP defines a design preserve within the plan boundaries that include large interconnected areas for the protection of the MSCP-covered species. The MSCP does not cover regional transportation projects, such as projects funded by the Federal Highway Administration. District 11 of the California Department of Transportation and the Federal Highway Administration collaborated with Federal and State resource agencies to develop transportation projects that are consistent with the MSCP. The planning and development of improvements to Interstate 15, State Route (SR) 125 South, and the SR 905 Extension included the protection of large blocks of habitat in conservation banks. Numerous parcels were purchased as mitigation, including the Walsh property, Bonita Meadows Open Space Preserve, Johnson Canyon Open Space Preserve, San Ysidro Mountain, Lake Jennings, and Dennery Canyon. These parcels are key to the buildout of the preserve identified by MSCP. In addition, the design of SR 125 South and the SR 905 Extension included modifying the alignment to avoid and minimize impacts to sensitive natural resources within the MSCP. Collaboration between the transportation agencies and natural-resource agencies has resulted in the preservation of large blocks of habitat to further the buildout of the MSCP preserve. The voter-approved extension of a $0.005 sales tax will provide a funding mechanism for the up-front purchases of land to continue this collaboration in recognition that it results in the most cost-effective mitigation and better conservation. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Conservation KW - Endangered species KW - Environmental protection KW - Habitat (Ecology) KW - Highway planning KW - Land use planning KW - Regional planning KW - San Diego County (California) UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-101-110.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1357791 ER - TY - CONF AN - 01566698 AU - Trocmé, Marguerite AU - North Carolina State University, Raleigh TI - The Swiss Defragmentation Program–Reconnecting Wildlife Corridors Between the Alps and Jura: An Overview SN - 0977809412 PY - 2005 SP - pp 144-149 AB - Switzerland has one of the densest infrastructure networks of Europe (3-4 km/km2 on the Central Plateau). Fragmentation of natural habitats has become a major conservation concern as vulnerable species become rarer and the red list of endangered species becomes longer. The mortality of animals on roads remains high, with more than 8,000 roe deer killed yearly by traffic. Many amphibian spawn sites along lakeshore have been cut off from their wintering grounds by roads, with populations then disappearing. Highways have proven to be an impassable barrier for the lynx, impeding colonization of eastern Switzerland. Switzerland participated actively in the COST 341 European research program “Habitat fragmentation due to transportation infrastructure.” A census of bottlenecks where infrastructure intercepts important wildlife corridors was carried out during this program. Fifty-one points needing restoration measures were identified. Many of these are along first-generation highways built along an east-west axis and cutting off any possible exchange between wildlife populations in the Alps and the Jura. A ministerial guideline sealed a partnership between the Swiss Agency for Environment, Forests, and Landscape (SAEFL) and the Swiss Federal Roads Authority. The defragmentation program has been included in the highway-maintenance program and is to take place over the next 20 years. Five conflict points have been recently retrofitted in the context of highway-widening schemes. A program methodology is being developed. Conflict points will be addressed as the involved highway section comes up for maintenance. In order to facilitate long-term planning, different instruments have been developed. Standards have been defined by the Swiss Association of Road and Transportation Experts (VSS 2004) to guide engineers and biologists in the analysis of existing structures and potential permeability for fauna. Criteria were developed to facilitate the choice of the optimal type of passage for each given situation. Further research and standards are being launched to homogenize monitoring programs and develop best practice for retrofitting culverts, as well as to anticipate and eliminate wildlife traps created by certain structures. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal migrations KW - Environmental protection KW - Habitat (Ecology) KW - Jura (Switzerland) KW - Long range planning KW - Restoration ecology KW - Road kill KW - Swiss Alps KW - Switzerland KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-138-150.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1357804 ER - TY - CONF AN - 01566694 AU - Thorne, Jim AU - McCoy, Mike AU - Hollander, Allan AU - Roth, Nathaniel AU - Quinn, James AU - North Carolina State University, Raleigh TI - Regional Analysis for Transportation Corridor Planning SN - 0977809412 PY - 2005 SP - pp 175-182 AB - Developing regional assessments of environmental needs can help streamline the environmental-review process for transportation projects, thus leading to faster and less-costly reviews and more effective biological or ecological mitigation. This study is a demonstration of a rapid-assessment approach using a high-resolution vegetation map derived from agency data to model 12 endangered or threatened species’ potential occurrence on 6638 polygons. Those units, occurring on 44 capacity-improvement sites along the 315-km of State Highway 99 in the study, were classed to measure their degree of similarity, thus permitting estimates of the potential for multi-project mitigation planning. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Ecosystems KW - Endangered species KW - Environmental impact analysis KW - Highway corridors KW - Land use planning KW - Regional planning KW - San Joaquin Valley KW - Vegetation UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-164-184.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1357836 ER - TY - CONF AN - 01566691 AU - Austin, John M AU - Viani, Kevin AU - Hammond, Forrest AU - Slesar, Chris AU - North Carolina State University, Raleigh TI - A GIS-Based Identification of Potentially Significant Wildlife Habitats Associated With Roads in Vermont SN - 0977809412 PY - 2005 SP - pp 185-196 AB - Since 1998, issues regarding wildlife conservation and transportation planning and development in the State of Vermont have become part of a rigorous collaborative effort between the Vermont Fish and Wildlife Department (Department) and the Vermont Agency of Transportation (Vtrans). In recent years, these efforts have become increasingly sophisticated and more broadly applied throughout the state to understand better the inherent conflicts and strategies for improving wildlife movement, reducing wildlife mortality, and improving the safety of the traveling public. Given the growing investment of interest and resources by these state agencies, it is necessary to identify potentially significant wildlife-linkage habitat (WLH) throughout the state. Such information would allow for these agencies to make informed decisions regarding the conservation of important WLH and investments for mitigation of impacts associated with transportation such as underpasses, land conservation, and other measures. Geographic Information System (GIS)-based models have been developed in other states and in Canada to identify potentially significant WLH. Many of these projects have relied on landscape-level GIS data such as development density, habitat conditions, topography, among others. This project was designed to develop a GIS-based analysis using landscape-scale data to identify or predict the location of potentially significant WLHs associated with state roads throughout Vermont. This project relied on available GIS data including: (a) land-use and land-cover data; (b) development-density data; and (c) contiguous-habitat data (unfragmented habitat). The GIS conserved lands data was also used as a way of analyzing the feasibility for conserving or ranking potentially significant WLHs identified as a result of this project. These data were classified according to their relative significance with respect to creating potential WLH. The elements that comprise the overall GIS data layers were ranked in accordance with their relative significance to creating potential WLH. In addition, the authors developed a comprehensive, centralized database of all wildlife road mortality, wildlife road crossing, and related habitat data for all species for which data exists throughout the state of Vermont. This involved updating an existing database developed for a complimentary project designed to compile all existing data on black bear road mortality, road crossing, and significant habitats. It also included incorporating all data on moose collisions and deer collisions. In addition, new databases were created to record existing bobcat, amphibian, and reptile information. In order to expand and improve wildlife road-mortality data, this project developed a partnership with VTrans field staff enabling them to record a new array of wildlife road-mortality information in a consistent and reliable fashion. The analysis, in conjunction with the newly updated wildlife road-mortality data, provides a scientifically based, planning tool that will assist both agencies in understanding and improving their abilities to conserve wildlife in Vermont with respect to transportation planning, permitting, and issues regarding secondary growth. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Conservation KW - Ecosystems KW - Environmental impacts KW - Geographic information systems KW - Habitat (Ecology) KW - Roadside fauna KW - Transportation planning KW - Vermont KW - Wildlife UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-185-216.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1357838 ER - TY - CONF AN - 01566690 AU - Smith, Daniel J AU - North Carolina State University, Raleigh TI - Incorporating Results From the Prioritized “Ecological Hotspots” Model into the Efficient Transportation Decision-Making (ETDM) Process in Florida SN - 0977809412 PY - 2005 SP - pp 127-137 AB - In 2000, an expert-based decision-support model to identify and prioritize sites for ecopassages was developed for the Florida Department of Transportation (DOT). The model used a weighting algorithm and several ecological factors (chronic road-kill sites, landscape gradients, focal species hot spots, greenway linkages, presence of listed species, strategic habitat-conservation areas, riparian corridors, rare habitat types, existing conservation lands, and proposed road projects) to prioritize existing road segments for retrofits designed to reduce road-kills and restore important habitat linkages. In 2003, the Florida DOT began implementing the Efficient Transportation Decision Making (ETDM) process. This process was designed to examine and address potential environmental impacts prior to the planning, design, and construction of new transportation projects. Proposed projects are analyzed using an environmental-screening tool and reviewed by local and state officials and the public. In 2004-2005, the researchers were engaged by the Florida DOT to update the prioritization-model results for use as a data layer in the environmental-screening process of ETDM. For this purpose the original calculating algorithm was used, with final priorities ranked on a scale of 0 to 1. Many updated coverages were available and cell resolution was improved to increase model precision and accuracy. Updated coverages included roads (including speed limit and annual average daily traffic factors), land cover, road-kills, road projects, and managed conservation lands. In addition, a new development-threat index based on road density, population density, 2003 existing land use, future land use and municipal boundaries was created. Datasets were combined into six categories for ranking: biological features, landscape features, infrastructure, managed conservation lands, conservation planning, and road-kill. For those road segments prioritized statewide, 72 percent were located in existing protected areas and 27 percent were found in proposed public-conservation lands. Relative weighting and aggregation of data were key determinants to locations of high priority road segments. One hundred seventy-six proposed road projects coincide with prioritized road segments and present significant opportunities for conservation planning. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Conservation KW - Decision support systems KW - Environmental impact analysis KW - Florida KW - Florida Department of Transportation KW - Habitat (Ecology) KW - Planning methods KW - Road kill KW - Transportation planning KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-127-137.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1357798 ER - TY - CONF AN - 01566689 AU - O'Brien, Tracie AU - Carey, Marion AU - Forrester, Bret AU - North Carolina State University, Raleigh TI - WSDOT Highway Maintenance: Environmental Compliance for Protected Terrestrial Species SN - 0977809412 PY - 2005 SP - pp 205-216 AB - Protected plant and wildlife species that grow, forage, nest, roost, or migrate near the Washington State Department of Transportation (WSDOT) highway system may be susceptible to impacts from routine maintenance activities. In response to community-driven concerns related to the conservation of protected terrestrial species and due to the lack of existing guidance for maintenance personnel when protected-species conflicts arose, WSDOT biologists and maintenance personnel worked together to develop new guidance. The purpose of the guidance is to provide maintenance personnel with resources that identify which projects occur in sensitive plant and wildlife areas and identify best management practices (BMPs) that can be implemented to minimize or avoid impacts to protected terrestrial species in Washington State. Existing sensitive-species data and aerial photographs were used to identify locations of sensitive species and habitats and to develop guidance. To verify habitat presence, biologists conducted site visits to areas identified as possible sensitive habitats. The guidance document is in the form of a field handbook presented in a step-by-step format to facilitate use by WSDOT maintenance personnel. The guidance document provides maps and descriptions of sensitive areas, each identified by state route and milepost. Species information, such as species name, nest sites, wintering sites, or locations of sensitive habitats, are not identified in the guidance document. Alternatively, biologists placed the species into groups based on habitat needs and identified only the state-route mileposts that fall within each sensitive area. This process helped WSDOT prevent publicizing sensitive wildlife data in the guidance documents and avoided the need for evaluation of habitat by maintenance personnel. Common maintenance functions were also broken down into groups. For each sensitive location and maintenance function group, a list of BMPs is provided. BMPs may include timing restrictions, equipment use restrictions, or overall activities that should be avoided during certain seasons. The document does not address all possible conditions that may arise during maintenance operations that could affect protected terrestrial species. Maintenance staff consult with their Regional Maintenance Environmental Coordinator prior to initiating any activity that is not addressed by the guidance document or if there is any uncertainty about the applicability of the guidance. Maintenance activities that are not able to comply with the guidance typically require a field review by a biologist and the development of site-specific BMPs. Maintenance personnel do not follow this guidance for emergency actions because separate procedures were previously developed that adequately address protected species compliance for emergency maintenance actions. This project is currently being piloted with the Olympic Region Maintenance Program. Training courses conducted at individual maintenance sheds have provided opportunity for discussion and question and answer sessions. Biologists and maintenance personnel have had the opportunity to work together to learn each other’s programs, perspectives, and observations to improve the effectiveness of the environmental compliance guidance. The WSDOT Highway Maintenance Environmental Compliance Guidance for Protected Terrestrial Species Program has helped the Maintenance Program conduct their projects in a timely fashion without unnecessary delays and to remain good stewards of the environment. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Best practices KW - Compliance KW - Conservation KW - Endangered species KW - Environmental protection KW - Habitat (Ecology) KW - Highway maintenance KW - Maintenance practices KW - Roadside flora and fauna KW - Washington (State) KW - Washington State Department of Transportation UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-185-216.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1357842 ER - TY - CONF AN - 01566686 AU - White, Patricia A AU - North Carolina State University, Raleigh TI - On the Road to Conservation: State Conservation Strategies and Applications for Transportation Planning SN - 0977809412 PY - 2005 SP - pp 112-125 AB - Since 2001, the Department of Interior has been supporting state-based wildlife conservation via the State and Tribal Wildlife Grants Program (SWG). Funds are appropriated annually for state fish and wildlife agencies to address the broad range of their state’s wildlife and associated habitats in a comprehensive fashion. As part of the SWG, state fish and wildlife agencies are developing statewide comprehensive wildlife conservation strategies in partnership with a broad array of partners including other government agencies, conservation organizations, landowners, and the public. Each strategy will establish a vision and plan of action for limited state wildlife conservation funding. The finished product will be a strategic vision for conserving the state’s wildlife–not just a plan for the fish and wildlife agency. The strategies are due for completion in October 2005 and will be reviewed at least every 10 years to ensure conservation success over the long term. For the first time, one can look to a nationwide vision for wildlife conservation. By design, Congress directed that the strategies focus on the “species in greatest need of conservation,” yet address the full array of wildlife and wildlife-related issues. In that context, each strategy is required to include information on the distribution and abundance of species of wildlife and locations and relative condition of key habitats and community types. Most states will utilize GIS technology and many will produce maps of prioritized habitat throughout the state. For the first time, transportation agencies will have access to this information at the planning stage, rather than waiting until environmental review. Over the last decade, transportation agencies have struggled to find ways to reduce costs and unnecessary delays to accelerate project delivery. Several legislative, policy, and procedural fixes have been attempted with mixed success. The statewide comprehensive wildlife-conservation strategies have great potential in aiding state transportation departments in streamlining project delivery. By utilizing natural-resource data in early stages of planning, they can avoid, minimize, and mitigate many impacts early and steer clear of costly delays later in the life of their projects. As an added bonus, the transportation agency adopts a proactive approach to conservation and becomes a full partner in implementing the conservation strategy for the entire state. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Conservation KW - Environmental policy KW - Environmental protection KW - Habitat (Ecology) KW - Partnerships KW - States KW - Strategic planning KW - Transportation planning KW - U.S. Department of the Interior KW - Wildlife UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-111-126.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1357795 ER - TY - CONF AN - 01566682 AU - Kintsch, Julia AU - North Carolina State University, Raleigh TI - Linking Colorado’s Landscapes SN - 0977809412 PY - 2005 SP - pp 138-142 AB - In partnership with the Colorado Department of Transportation, the Federal Highway Administration, the Nature Conservancy, and Colorado State University, the Southern Rockies Ecosystem Project (SREP) launched Linking Colorado’s Landscapes in fall 2003. Linking Colorado’s Landscapes is a multifaceted collaboration to promote wildlife linkages in the context of long-range planning. Phase I consisted of a statewide analysis of wildlife linkages, the objective of which was to identify broad linkage zones that facilitate movement for Colorado’s diverse array of wildlife species and to prioritize amongst them. Building upon linkage assessment methodologies used elsewhere, the project planners developed a science-based approach integrating local and regional expertise (via a series of workshops) and computer modeling. Recognizing that connectivity is a function of individual species’ perceptions of suitable habitat and barriers in the landscape, a focal species approach was employed as the basis for linkage identification in both the workshops and the modeling. By integrating both qualitative and quantitative processes, they were able to produce a comprehensive biological assessment of the most critical wildlife linkages in the state. In total, 176 linkages were identified via expert workshops, with additional linkages modeled for Canada lynx, gray wolf, and pronghorn. In prioritizing linkages for further analysis in Phase II, they also considered: the presence of local partners; stretches of roadway with frequent animal-vehicle collisions; planned transportation projects projected by CDOT through 2030; and the distribution of linkages across the state and their complementary contributions to landscape connectivity. Twenty-three linkages were selected and were grouped into 12 high-priority linkage complexes based on similarities in species usage patterns and geography. Phase II of Linking Colorado’s Landscapes provides an in-depth assessment of each high-priority linkage. Based on this compilation of site-specific information, they will next provide recommendations for possible crossing structures, management alternatives, and other measures to improve permeability in these linkage areas. Phase II analyses include: an assessment of additional species that utilize the linkage; identification of specific crossings; an assessment of land ownership and management within the linkage; and an evaluation of existing natural or man-made features that facilitate or impair movement. The resulting linkage assessment packages and recommendations will be distributed in spring 2006 and will serve as a guide for the Colorado Department of Transportation (CDOT) and other local and regional transportation planners, community leaders, and conservationists working to develop more wildlife-friendly landscapes and transportation networks. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Animal migrations KW - Colorado KW - Ecosystems KW - Habitat (Ecology) KW - Land use planning KW - Long range planning KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-138-150.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1357802 ER - TY - CONF AN - 01566679 AU - Forman, Richard T T AU - North Carolina State University, Raleigh TI - Good and Bad Places for Roads: Effects of Varying Road and Natural Pattern on Habitat Loss, Degradation, and Fragmentation SN - 0977809412 PY - 2005 SP - pp 164-174 AB - Improving ecological conditions around the road network is emerging as a significant objective of transportation, along with providing safe and efficient mobility. Reading landscape patterns is a key to success. The prime goal of this article is to identify ecologically appropriate and inappropriate locations for road construction, removal, and mitigation in the network. Other goals include understanding the effect of road location between two large natural patches, and progress in developing an ecologically optimum network form. Simple spatial models are used with three independent variables: (1) road size or connection, (2) road location relative to natural patch or corridor, and (3) size/width of patch or corridor. Dependent variables are habitat loss, degradation, and fragmentation. Modeling results suggest that in a landscape of dispersed natural patches and corridors, by far the greatest road effect (ecological impact) results from a highway that bisects or highway network that subdivides a large natural patch. Overall, effects are greatest where a road crosses or is alongside large patches and wide corridors. For both types, the least effect is where a small road is alongside the margin. Road effects are relatively low around narrow corridors and lowest around small patches. Model results indicate that the probability of species crossing between two large natural patches is lowest where a highway slices across near the midpoint. A highway network has a greater effect on habitat conditions in a natural landscape than in an agricultural or suburban landscape. Habitat degradation appears to have a greater ecological effect than does habitat loss or fragmentation in the landscape. An ecologically optimum road network contains: a few large roadless areas; a few busy roads rather than many lightly used roads; and perforated roads (for species movement) between the large roadless areas. In conclusion, a simple patch-corridor analysis of a landscape points to clear solutions for locating road construction, removal, and mitigation to maximize ecological benefits. The two overarching principles are minimizing roads in and around large natural patches and maximizing effective habitat connectivity between the large natural patches. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Conservation KW - Environmental impacts KW - Habitat (Ecology) KW - Highway planning KW - Landscape design KW - Roadside fauna KW - Spatial analysis KW - Wildlife UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-164-184.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1357833 ER - TY - CONF AN - 01566676 AU - Jacobson, Sandra L AU - DeLasaux, Michael AU - North Carolina State University, Raleigh TI - Sierraville (California) Highway 89 Stewardship Team: Ahead of the Curve SN - 0977809412 PY - 2005 SP - pp 198-204 AB - Highway 89 stretches from north to south across California, through Sierra County from Sierraville to Truckee. The highway bisects an important portion of the Loyalton-Truckee deer herd, as well as important habitat for forest carnivores, amphibians and other wildlife on the Tahoe National Forest. By 2002, several groups were working independently to investigate different aspects of animal-vehicle collisions along the highway. These independent efforts were the: 1) Continuation of a 20-plus year collection of carcass information on SR 89 by Caltrans; 2) Investigation of the effects of roadside forest thinning on roadkill by University of California-Davis Agricultural Extension Service; 3) Investigation of radio-collared deer movements across the highway by California Department of Fish and Game; 4) Applications to study the effects of deicing salt on deer attraction by the Sierra County Fish and Game Commission; 5) Long-term connectivity and habitat planning by the USDA Forest Service. These groups and their efforts were brought together in 2002 when they were catalyzed by the USDA Forest Service into a stewardship team to work together collaboratively to improve the high wildlife mortality and increasing habitat fragmentation on the highway. Most efforts to mitigate similar highway impacts are precipitated by a department of transportation project. In the case of SR 89, no improvement for SR 89 was planned by Caltrans. Thus, instead of responding to a tight project timeline and budget, the Stewardship Team was able to proactively develop a connectivity and mitigation plan using Caltrans’ large roadkill database, the Forest Service’s large-scale habitat maps, and the other cooperators’ information. In 2004, Caltrans independently funded a $720,000 wildlife-mitigation project on SR 89, thus allowing the Stewardship Team to use its connectivity plan as the basis for decisions on prioritizing wildlife crossing structures. The Stewardship Team is using the connectivity plan to propose further mitigation to Caltrans after the initial structure is constructed. The Stewardship Team has also secured grant funding to involve the local high school in a long-term investigation of how habitat connectivity and highway impacts are related. This presentation traces the efforts of the Stewardship Team member agencies and how their diverse contributions, once coordinated, supported a grass-roots effort to mitigate highway impacts on SR 89. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal migrations KW - California KW - California State Route 89 KW - Deer KW - Environmental protection KW - Habitat (Ecology) KW - Interorganizational relations KW - Road kill KW - Roadside fauna KW - State highways KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh5-185-216.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1357841 ER - TY - CONF AN - 01565477 AU - Clevenger, Anthony P AU - North Carolina State University, Raleigh TI - Science-Based Approach to Adaptive Management of the TCH Corridor: Canadian Rocky Mountain Parks SN - 0977809412 PY - 2005 SP - pp 94-99 AB - In November 1996, a long-term research project in Banff National Park (BNP), Alberta, Canada was begun. The primary study area is situated in the Bow River Valley along the Trans-Canada Highway (TCH) corridor in BNP, located approximately 100 km west of Calgary. The first 45 km of the TCH from the eastern park boundary (phase 1, 2, and 3A) is currently four lanes and is bordered on both sides by a 2.4-m-high wildlife-exclusion fence. The remaining 30 km to the western park boundary (phase 3B) is two lanes and unfenced. Between 2005 and 2007, approximately 12 km of phase 3B will be widened to four lanes with additional fencing and wildlife crossings. Twenty-two wildlife underpasses and two wildlife overpasses were constructed on the first 45 km between 1980 and 1998 to permit wildlife movement across the four-lane section of TCH. The research carried out to date has provided science-based information for mountain park transportation planners and resource managers. The results have been uniquely used in development of Golder Associates’ environmental screening report (environmental-impact assessment) for Parks Canada’s TCH phase 3B twinning project. Research of wildlife-crossing performance demonstrated that a longtime series of data is required to assess the function and performance of these critical cross-highway corridors accurately. Recommendations from the Golder Associates’ report for phase 3B strongly underscored the importance of continued, long-term monitoring of TCH mitigation measures in the Bow Valley. After 8 years of study, there still remain noteworthy areas of uncertainty regarding the effects or performance of the current mitigation on regional-landscape connectivity (demographic and genetic). The long-term cumulative effects (beyond 2020) of the phase 3B project and earlier twinning projects will hinge on the degree to which connectivity can be restored across the TCH. Healthy functioning ecosystems require viable wildlife populations. Thus, it is critical to know the performance of crossing structures at the population level. Although intuitively these measures should enhance population viability, to date there have been no specific studies that actually address their population-level effects. Obtaining data on individuals in a population can be problematic because wide-ranging, fragmentation-sensitive species like bears typically occur in relatively low densities and have low reproductive rates. However, modern molecular techniques now make it possible to identify individual animals, their sex, and genetic relatedness with only a few hairs. These innovations could provide a powerful, relatively inexpensive, and noninvasive way to acquire critical information regarding genetic interchange facilitated by crossings without ever having to capture or see the animal. This paper highlights: 1) Key research findings from the 8-year study; 2) Mitigation myths that have been dispelled; 3) Important lessons learned; 4) Future research needs in the short and long term; and 5) Newly formed international, public-private partnership to meet many of the critical research questions needed for future management decisions. Upcoming Banff research will begin empirically assessing the conservation value of wildlife crossings in restoring landscape connectivity using population-level approaches and nonintrusive DNA-based methodologies. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Banff National Park KW - Canadian Rocky Mountain National Parks KW - Conservation KW - Environmental impacts KW - Habitat (Ecology) KW - Highway corridors KW - National parks KW - Performance measurement KW - Public private partnerships KW - Trans-Canada Highway KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh4-77-100.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1355906 ER - TY - CONF AN - 01565476 AU - Nelson, Debra A AU - Papin, Mary Ellen AU - Baker, Timothy AU - North Carolina State University, Raleigh TI - Quick Fixes: Working Together to Address Herptile Road Mortality in New York State SN - 0977809412 PY - 2005 SP - pp 90-93 AB - Traditionally, state transportation agencies have designed and built environmental enhancements in response to regulatory requirements to mitigate project impacts. More recently, state transportation agencies have embraced an environmental ethic that goes beyond compliance and encourages agencies routinely to incorporate environmental enhancements into projects and activities. Generally, in-house staff or resource/regulatory agencies identify opportunities to address concerns regarding high-profile species (e.g., large mammals, endangered species). Taking stewardship one step further, the New York State Department of Transportation (NYSDOT) has demonstrated innovative responses to problems brought forth by concerned citizens regarding a lesser-studied group of wildlife– amphibians and reptiles (collectively termed “herptiles”). These responses have resulted in valuable partnerships with private citizens, colleges, and resource agencies, thus increasing the agency’s credibility in its commitment to an environmental ethic and its reputation for getting things done. This paper will establish how NYSDOT demonstrated its environmental stewardship on a working level with a quick response to expressed public concerns by highlighting two projects. In each instance, a private citizen alerted NYSDOT about their concern for high mortality rates of salamanders, frogs, and turtles in “hot spots” along the state highways. Common factors in these projects include: NYSDOT paid credence and a speedy response to a private citizen’s concern; maintenance forces applied their practical skills to develop an in-the-field solution to the problem; NYSDOT formed fruitful partnerships with colleges, private citizens, and resource agency experts; and costs were minimized by using surplus material, on-hand equipment, and simple designs. By highlighting two specific examples, the authors will demonstrate that some problems can be solved quickly by bringing the right group of people together with a variety of skills and knowledge and a determination to get the job done. Methodology, results, and lessons learned will be presented and discussed. The Canandaigua Lake Herptile Crossing was built in 2002 in response to expressed citizen concerns regarding the high rate of turtle mortality. This project included constructing suitable nesting habitat for turtles on private property and constructing a physical barrier to funnel turtles to existing culverts. NYSDOT formed partnerships with Finger Lakes Community College, the New York State Department of Environmental Conservation, and a private landowner. The Labrador Hollow Herptile Crossing was installed in 2003 in response to a 2002 posting on an internet listerv soliciting help in the “simply phenomenal” herptile movement. A 12-inch culvert was installed to serve as a “critter crossing” and surplus w-beam guide rail was imbedded into the ground to guide salamanders and frogs to the culvert. NYSDOT formed partnerships with the State University of New York’s College of Environment Science and Forestry (SUNY-ESF) and private citizens. These projects demonstrate how collaboration, flexibility, and responsiveness result in simple, creative designs with tangible benefits, fostering good will and a sense of stewardship. This paper will also discuss research initiated by NYSDOT to identify and address the impacts of transportation on herptiles populations to guide future decision to address herptile-mortality concerns. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Amphibians KW - Environmental protection KW - New York (State) KW - New York State Department of Transportation KW - Partnerships KW - Public participation KW - Reptiles KW - Road kill KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh4-77-100.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1355905 ER - TY - CONF AN - 01565475 AU - Bostwick, Richard AU - Charry, Barbara AU - North Carolina State University, Raleigh TI - Maine’s Beginning With Habitat Program and Transportation Partnership SN - 0977809412 PY - 2005 SP - pp 86-89 AB - Transportation facilities and adjacent development are the greatest contributors to habitat loss and fragmentation in Maine. Transportation facilities present a linear structure that is either a physical barrier or zone of adverse habitat that has separated former habitat or, in the case of new facilities, a dividing or fragmenting influence on existing habitat. Maine’s Beginning with Habitat (BWH) program and the Maine Department of Transportation have partnered to begin addressing transportation issues related to habitat and wildlife. Beginning with Habitat is a collaborative, public-private partnership whose mission is to compile, integrate, interpret, and deliver the best available information, tools, and incentives to facilitate effective land-use planning and natural habitat conservation at local, regional, and state-wide scales. In 2004, BWH won an Environmental Merit Award from EPA and the program is now serving as a model for other states that wish to integrate habitat protection with land-use planning. As Maine’s landscape changes over time, the goal of the program is to sustain habitat that supports healthy populations of Maine’s wildlife and native plants for current and future generations. BWH was developed by a group of stakeholders concerned about the future of Maine’s habitat and wildlife in the face of the increased rate of sprawling development. BWH provides all Maine towns with a collection of GIS maps and accompanying information depicting and describing various habitats of statewide and national significance found in the town. These maps provide communities with information that can help guide conservation of valuable habitats. During the last few years, BWH has met with over 140 towns and land trusts to give individualized presentations on the locations and conservation of high-value plant and animal habitat in their communities. Current areas of synergy include: Developing Northeast regional relations with New England, the Canadian Maritimes, and Québec; Creating a Maine Habitat and Transportation Working Group that has developed a six-point plan to integrate and act on habitat and transportation goals for the mutual benefit of Maine’s transportation networks and habitat; Using BWH data for transportation scoping early in projects; Using BWH Focus Areas of statewide ecological significance for transportation-project compensatory-mitigation planning; and Linking transportation and open space components of municipal land-use plans. In addition, an effort is underway to secure funding to develop a habitat-connectivity analysis for enhancement of BWH data and transportation planning. This analysis will use BWH data as well as other data to identify habitat connectivity areas in order to direct strategies to maintain and restore connections. The partners of this cooperative program include: Maine Audubon; Maine Coast Heritage Trust; Maine Cooperative Fish and Wildlife Research Unit; Maine Department Environmental Protection; Maine Department of Inland Fisheries and Wildlife; Maine Department of Transportation; Maine Forest Service; Maine Natural Areas Program; Maine State Planning Office; Maine’s 13 regional planning commissions; Nature Conservancy; and U.S. Fish and Wildlife Service. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Conservation KW - Habitat (Ecology) KW - Land use planning KW - Maine KW - Public private partnerships KW - Transportation planning KW - Wildlife UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh4-77-100.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1355904 ER - TY - CONF AN - 01565474 AU - McCoy, Mike AU - Steelman, Candice AU - North Carolina State University, Raleigh TI - Integrating Community Values and Fostering Interagency Collaboration Through Outreach With Interactive GIS Models SN - 0977809412 PY - 2005 SP - pp 80-85 AB - The Merced County Association of Governments (MCAG) was chosen by the Federal Highway Administration, U.S. Environmental Protection Agency, and the California Department of Transportation to pilot a new program, Partnership for Integrated Planning (PIP), which aimed to: streamline planning and the project-delivery process; avoid environmental impacts; foster collaboration among planning, transportation, and environmental agencies; and engage the public at the beginning of long-term transportation planning. Merced County provides a challenging test case through rapid population growth, cultural diversity, high unemployment, and increasing conflicts between stewardship of sensitive habitats and prime farmland and demands for transportation improvements and housing. The Partnership for Integrated Planning (PIP) included the development of geographic information system (GIS) tools for modeling growth and environmental impacts to produce real-time maps and tables resulting from policy choices at public meetings. PIP engaged all regionally relevant planning, natural resource, and regulatory agencies in data-sharing exercises to integrate data important to each agency into the scenario testing and planning process. Most importantly, the Merced County Association of Governments (MCAG), which is the coordinating partner in PIP, led an extensive outreach program to engage the community in PIP. To project land-use changes, UPlan was adapted, a rule-based land-use model developed at the University of California at Davis. UPlan incorporates user-controlled policy inputs ranging from general plan map choices, housing densities, and household labor rates to the ranking of environmental amenities. These are combined with user-settable infrastructure growth attractors to distribute population-growth estimates into spatially explicit land-use scenarios. UPlan stores all user-specified assumptions so many scenarios may be tested against one another in a transparent fashion. Information needs were evaluated by asking planning agencies which features (such as roads and urban service boundaries) they considered attractions and discouragement factors for growth. Resource agencies were asked what environmental factors should discourage or constrain growth. All agencies were asked to provide all available and relevant data. This shared information resulted in an Environmentally Sensitive Areas (ESA) map and a Prime Agricultural Lands map. These two maps were evaluated at a workshop attended by resource agencies’ representatives, elected officials, and city and county planners. Contributors included over 20 federal, state, and non-governmental organizations. Like most public agencies, MCAG has historically solicited public input for regional transportation planning from a few community workshops. For example, in 2001 the agency held seven workshops for its previous plan. Under PIP, MCAG held 20-32 meetings each quarter, for a total of 100+ public meetings in 18 months. In addition, MCAG replaced the previous narrow focus on transportation by asking county residents to develop a vision for land use, natural resources, and transportation throughout their community. MCAG mastered the use of UPlan and accompanying environmental data and improved substantially on both throughout the course of these public meetings. Historically, transportation-plan approval has run into considerable public and agency opposition. Federal officials in the last decade have attempted to streamline the National Environmental Policy Act (NEPA), California Environmental Quality Act (CEQA, which is California’s NEPA equivalent), and other permitting procedures. A goal of PIP was to find a method for responsibly arriving at a consensus plan with less conflict, particularly in the environmental-review phase. The Regional Transportation Plan was approved by the MCAG Governing Board and received no opposition during the CEQA Environmental Impact Report (EIR) public-comment period. Results of the Partnership for Integrated Planning model include: 1) 800 percent increase in public participation in the transportation-planning process; 2) 89 percent of participants said they enjoyed the PIP project; 3) 89.1 percent of participants said they learned more about transportation issues; 4) 30 percent increase in awareness of the Regional Transportation Plan (RTP) among all county residents; 5) New issues brought to the surface from county groups who had not previously participated in the process; 6) Better relationships were built at both the county and city level among civic organizations, agencies, and residents; 7) RTP was approved by the MCAG Governing Board and received no opposition during public-comment periods; 8) Development of an Environmentally Sensitive Areas map based on shared information from a variety of resource- agency databases; and 9) Development of a Prime Agricultural Lands map based on input and information from a variety of agricultural interests. Further research is needed on the portability of this information and this tool-centered collaborative approach. Adjacent counties with similar needs are prime candidates for study. In addition, future projects should include measures of the social and political planning decision network structures existing before and after the conduct of such projects. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Environmental impact analysis KW - Geographic information systems KW - Interagency relations KW - Land use models KW - Merced County (California) KW - Outreach KW - Planning methods KW - Public participation KW - Regional planning KW - Urban growth UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh4-77-100.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1355903 ER - TY - CONF AN - 01565473 AU - Gartshore, R Geoffrey AU - Rook, Robert I AU - North Carolina State University, Raleigh TI - Bayview Avenue Extension, Richmond Hill, Ontario, Canada Habitat Creation and Wildlife Crossings in a Contentious Environmental Setting: A Case Study (September 2005) SN - 0977809412 PY - 2005 SP - pp 55-76 AB - Bayview Avenue is an important north-south arterial road link in the road network of the York Region, Ontario, Canada. The roadway passes through a portion of the Oak Ridges Moraine (ORM), one of Ontario’s most significant landforms as recognized through the Oak Ridges Moraine Conservation Act (2001) and Plan (2002). McCormick Rankin Corporation (MRC) and its subsidiary, Ecoplans Limited, were retained by the proponent, York Region, to plan and design the 4.5-km missing-link Bayview Avenue extension from Stouffville Road north to Bloomington Road. This two-lane rural roadway was planned and designed to support the Region’s growth (within the Greater Toronto area) while being sensitive to topography and natural-environmental features. Forest, wetland, and kettle features; Lake St. George Conservation Field Center uses; and wildlife habitat/movements were key resource issues and challenges recognized by the project team throughout the planning, design, and construction work. Accordingly, an innovative environmental-management and enhancement program was developed and implemented during the project. The objectives were to reduce and mitigate effects on the natural environment, provide habitat creation and wildlife passage, advance the body of environmental research and education, and secure agency approvals. The wetland-habitat creation project was developed in consultation with Education Centre field staff, and incorporated the following: a) creation of a three-cell experimental wetland complex outdoor “laboratory” located in a cultural meadow and connecting existing natural areas well removed from Bayview Avenue; b) protection of archaeological finds that were integrated in the wetland creation project; c) provision of trail and lookout zones; and d) provision of added habitat diversity in what was a cultural meadow. The planning and design of the roadway also integrated an amphibian-migration study and detailed literature review on wildlife crossings. In response to this work, recognition of the reported presence of the rare Jefferson Salamander in the area, and the desire to maximize roadway permeability for wildlife, dedicated amphibian tunnels were located and installed under the roadway. In addition, a three-span 81-meter bridge was installed across an open dry ravine to maintain the ORM landscape character and provide a 14-meter vertical clearance for wildlife movement. The Individual EA for the road project was successfully delivered in 1998 and the design was completed in 2001. The road was opened to traffic in 2002. Post-construction monitoring at the amphibian tunnels (spring 2003, 2004) and recent observations (2005) have confirmed use by a variety of species including small mammals, Wood Frog, American Toad, Leopard Frog, and Spring Peeper. Use by target salamanders has not yet been confirmed. Challenges encountered include water ponding in some tunnels and some landscape changes from residential development. Outdoor education uses of the created wetland area have been very positive and will likely expand in the future. In conclusion, the environmental-management program for the roadway was instrumental in securing agency approvals for the project. These efforts were also acknowledged by the naturalist community. The science of wildlife-crossing mitigation has been advanced and some challenges associated with tunnel design and landscape changes have been noted. Further tunnel monitoring has been recommended. Tangible environmental and educational benefits have been realized with the wetland-habitat creation project. The undertaking received the Canadian Consulting Engineers Award of Excellence in 2003. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Amphibians KW - Case studies KW - Environmental protection KW - Habitat (Ecology) KW - Highway planning KW - Moraines KW - Wetland conservation KW - Wildlife crossings KW - York Region, Ontario, Canada UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh4-53-66.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh4-67-76.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1355902 ER - TY - CONF AN - 01565472 AU - Cossaboon, L Bert AU - North Carolina State University, Raleigh TI - A Case Study in Context-Sensitive Design in Transportation Planning SN - 0977809412 PY - 2005 SP - pp 53-54 AB - This abstract examines the use of context-sensitive design on the Blue Ball Properties Project in Wilmington, Delaware. The project addressed existing traffic flow and safety concerns; projected traffic generated by 5,000 new or relocated AstraZeneca employees; recreational needs; historic preservation; storm-water management problems; and community land-use concerns. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - AstraZeneca KW - Case studies KW - Conservation KW - Context sensitive design KW - Environmental protection KW - Historic preservation KW - Land use planning KW - Transportation planning KW - Wetland conservation KW - Wilmington (Delaware) UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh4-53-66.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1355901 ER - TY - CONF AN - 01565389 AU - Dooling, Robert J AU - North Carolina State University, Raleigh TI - Estimating Effects of Highway Noise on the Avian Auditory System SN - 0977809412 PY - 2005 SP - pp 30-31 AB - Common experience suggests that the adverse effects of noise on birds can be considered with regard to four potentially overlapping categories. First, noise might be annoying to birds. This may cause them to abandon a particular site that is otherwise ideal in terms of food availability, breeding opportunities, etc. Second, noise which lasts for very long periods of time can be stressful. Such noise levels can raise the level of stress hormones, interfere with sleep and other activities, etc. Thirdly, very intense noise (acoustic overexposure) can cause permanent injury to the auditory system. Finally, noise can interfere with acoustic communication by masking important sounds or sound components. The first two categories of investigation are probably best addressed by field experiments. The second two categories of effects are probably best addressed by laboratory experiments where precise control can be obtained. The results of some of these experiments are described in this paper. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Auditory perception KW - Birds KW - Environmental impacts KW - Hearing loss KW - Laboratory tests KW - Traffic noise UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh2-29-36.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1355639 ER - TY - CONF AN - 01565381 AU - Jaeger, Jochen A G AU - Fahrig, Lenore AU - Haber, Wolfgang AU - North Carolina State University, Raleigh TI - Reducing Habitat Fragmentation by Roads: A Comparison of Measures and Scales SN - 0977809412 PY - 2005 SP - pp 13-17 AB - Concern is growing over the fragmentation of habitats by roads and other transportation infrastructure. A number of measures to avoid, minimize, mitigate, or compensate for the detrimental effects of such fragmentation have been suggested. These are geared to specific scales, from culverts at the scale of a single road to plans for re-connecting habitats across entire countries or continents. They include the removal of roads, building of overpasses and underpasses at roads and railways to increase permeability for animals, restoration or creation of wildlife corridors and networks of wildlife corridors across transportation infrastructure, and the design of less fragmenting road network patterns, e.g., the bundling of traffic lines. However, it is still unknown which measures are the most effective in terms of restoring ecological processes. The investigation of their effectiveness, therefore, is an important and most urgent task because the most effective measures should be applied predominantly in order to use resources most efficiently. How can the effectiveness of such measures be evaluated (criteria and methods)? For example, possible criteria for the effectiveness of crossing structures are the reduction of road-kill frequencies, increased passage frequencies, presence of species on both sides of the road, genetic exchange across the road, recovery of lowered reproductive rates and skewed sex ratios, re-colonization success, recovery of skewed foraging intensities among foraging areas on either side of the road, and recovery of skewed predation rates. More generally, the measures should enhance landscape connectivity and restore ecological processes among habitat patches and across landscapes. During the last three years, considerable progress on measuring the effectiveness of such measures has been made in both Europe and North America. This session brought together the “Father of Road Ecology” Richard Forman with researchers from Europe (Austria, The Netherlands, etc.) and North America working at different scales and in different locations. They presented current methods and results on the success of various mitigation measures to foster cross-scale comparison and synthesis on this topic. The presentation included empirical studies, synthetic overviews, modeling studies, and conceptual studies. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Environmental impact analysis KW - Environmental protection KW - Habitat (Ecology) KW - Highways KW - Land use planning KW - Performance measurement KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh1-11-20.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1355571 ER - TY - CONF AN - 01565377 AU - Gray, Mary E AU - North Carolina State University, Raleigh TI - Overview of Select Provisions from SAFETEA–LU SN - 0977809412 PY - 2005 SP - pp 11-12 AB - The new transportation bill was passed in August 2005. It is a 5-year bill with new environmental provisions that are directly related to the areas of interest addressed at ICOET. Below are quick summaries of the key provisions. Some require regulations and guidance to be prepared by the Federal Highway Administration. Since the bill is still so new, work is still underway to get this guidance out. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Ecology KW - Environmental protection KW - Legislation KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Transportation policy KW - Wildlife UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh1-11-20.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1355095 ER - TY - CONF AN - 01565371 AU - Popper, Arthur N AU - North Carolina State University, Raleigh TI - What Do We Know About Pile Driving and Fish? SN - 0977809412 PY - 2005 SP - pp 26-28 AB - There are growing concerns about the potential effects of in-water pile driving on aquatic organisms. These concerns arise from an increased awareness that high-intensity sounds have the potential to harm both terrestrial and aquatic vertebrates (e.g., Fletcher and Busnel 1978; Kryter 1984; Richardson et al. 1995; Popper 2003; Popper et al. 2004). The result of exposure to intense sounds may extend over a continuum running from little or no effects to the death of the ensonified organism. This paper is a brief review of what is known about the effects of pile driving on fish. It also provides some ideas about the design of future experiments that can be used to test these effects. The conclusions and recommendations presented here are explored in far more detail in a recent review on effects of pile driving on fish (Hastings and Popper 2005). In addition, a broader examination of the general effects of sound on fishes can be found in Popper (2003) and Popper et al. (2004). U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Aquatic life KW - Environmental impacts KW - Fishes KW - Noise KW - Pile driving KW - Sound intensity KW - Sound transmission KW - Underwater sound UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh2-21-28.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1355622 ER - TY - CONF AN - 01565370 AU - Sharma, Ramesh C AU - North Carolina State University, Raleigh TI - Restoration of Aquatic Habitat and Fish Passage Degraded by Widening of Indian Highway 58 in Garhwal Himalaya SN - 0977809412 PY - 2005 SP - pp 40-51 AB - Sustainable approaches to the construction and widening of roads and highways are essential to offset negative influences on aquatic habitat and fish passage in the fragile ecosystem of the Himalayan Mountains in northern India. Evidence is growing that the expanding, poorly designed network of roads and trails in mountain areas, without giving due considerations to natural processes such as geological processes and climatic severity, such as heavy monsoon precipitation, is a major cause of habitat fragmentation and degradation of both terrestrial and aquatic habitats. These effects have been quantified for aquatic primary producers (periphyton), aquatic benthic insects, and Snow Trout, a Himalayan teleost (Schizothorax richardsonii, Gray; Schizothoraichthys progastus, McClelland) that dwells in the upper Ganges River, following Indian National Highway 58 (NH-58) in the mountain region of Garhwal Himalaya, India (latitude 29 degree 61 minutes -30 degree 28 minutes N; longitude 77 degree 49 minutes -80 degree 6 minutes E). Indian Highway 58 is one of the most important highways, is 300-km long, and passes along the Alaknanda River (230 km), which is one of the parent streams of the Ganges (70 km) in the fragile mountain ecosystem of Garhwal Himalaya of northern India. Keeping in mind the heavy traffic on the highway, a RS 450 million (US $100 million) widening project was launched in 2001. The widening of Highway 58 through massive cutting of mountain slopes, the disposal of tons of the cut material downhill into the waterways in an uncontrolled manner, and the improper water management of the slopes has resulted in intensive accumulation of soil and woody debris into the aquatic ecosystem from accelerated erosion, gulling, and landslides, resulting in drastic changes in the physico-chemical and biological profile of the aquatic habitat. Detrimental effects on transparency, current velocity, conductivity, bottom-substrate composition, dissolved oxygen, periphytonic production, and the production of benthic insect communities have been documented. Feeding, spawning, and the passage of the Snow Trout cold-water fish have been degraded or destroyed. Subsequent to the widening of Highway 58, the annual gross primary production (Pg) of periphyton declined from 8771 g C m-3yr-1(96.48 k. cal m-3yr-1) to a value of 5952 g C m-3yr-1 (65.47 k cal m-3yr-1), a 32-percent decrease in aquatic habitat. The maximum biomass (standing crop) of aquatic insects declined from a mean monthly biomass of 4.926 g m-2 (February) to 1.848 g m-2, a 62-percent decrease, and a minimum monthly mean biomass of 0.408 g m-2 (August) to 0.126 g m-2, a 69-percent decrease. Subsequent to widening of the highway, the standing crop estimate of Snow Trout declined from a maximum mean monthly biomass of 2.955 g m-2 (February) to 1.201 g m-2, a 59-percent decrease, and a minimum monthly mean biomass (August) of 0.244 g m-2 to 0.082 g m-2, a 66-percent decrease. Annual productivity of Snow Trout declined from 1.309 g m-2 to 0.448 g m-2, a 66-percent decrease. This decline is believed to have been caused by increased turbidity accompanied by a decline in depth and dissolved oxygen, accumulation of fine silt and suspended solids, a decrease in primary productivity, a decrease in general benthic-aquatic insects productivity, depletion of the food supply, and loss of cover. The author recommended measures to restore habitat quality and connectivity of Snow Trout. One measure was stream restoration and stream bank stabilization using these structures: toe walls, retaining walls, stone layers, stone arches, and terraces. Bioengineering methods included: 1) planting fast-growing plant species in combination with wire netting, gravel mining, and dredging in the impacted sites; 2) protecting riparian vegetation; 3) monitoring of water quality, 4) enhancement of fish food reserves; 5) sustainable approaches to road construction and widening; 6) proper drainage of water-saturated mountain slopes and spring runoff during monsoon season (July-August); 7) sealing of side drains against underground water penetration alongside endangered sections of the highway; and 8) construction of check dams for protection of steep gullies and side erosion of the river bed. The author also recommends establishment of a strong partnership among experienced expert geologists, civil engineers, structural engineers, and environmental biologists. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Aquatic life KW - Ecosystems KW - Environmental impact analysis KW - Environmental protection KW - Fishes KW - Habitat (Ecology) KW - Himalayas KW - Northern India KW - Pavement widening KW - Rivers KW - Road construction KW - Trout KW - Water quality UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh3-37-52.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1355641 ER - TY - CONF AN - 01565367 AU - Bekker, Hans AU - North Carolina State University, Raleigh TI - Update IENE and Other New European Actions SN - 0977809412 PY - 2005 SP - pp 19-20 AB - The following contains general information about some important issues concerning habitat fragmentation due to linear infrastructure and measures taken to counteract this phenomenon. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Environmental impact analysis KW - Environmental policy KW - Environmental protection KW - European Union KW - European Union countries KW - Habitat (Ecology) KW - Infra Eco Network of Europe (IENE) KW - Policy making KW - Railroad construction KW - Road construction UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh1-11-20.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1355575 ER - TY - CONF AN - 01565365 AU - Kaseloo, Paul A AU - North Carolina State University, Raleigh TI - Synthesis of Noise Effects on Wildlife Populations SN - 0977809412 PY - 2005 SP - pp 33-35 AB - This report contains a partial summary of a literature review dealing with the effect of noise on wildlife emphasizing the effects on birds. Beginning with studies in the Netherlands and, later, in the United States, a series of studies have indicated that road noise has a negative effect on bird populations (particularly during breeding) in a variety of species. These effects can be significant with ‘effect distances’ (i.e., those within which the density of birds is reduced) of two to three thousand meters from the road. In these reports, the effect distances increase with the density of traffic on the road being greatest near large, multilane highways with high densities. A similar effect has been reported for both grassland and woodland species. It is important to note that 1) not all species have shown this effect and 2) some species show the opposite response, increasing in numbers near roads or utilizing rights-of-way. It is important to determine the cause of this effect and to utilize additional or alternative methods beyond population densities as the sole measure of effect distance, because the latter is susceptible to variation due to changes in overall population density. Recommendations for further study are given, including alternative measures of disturbance in birds. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal behavior KW - Birds KW - Environmental impacts KW - Literature reviews KW - Traffic noise KW - Wildlife UR - http://www.icoet.net/ICOET_2005/proceedings/06IPCh2-29-36.pdf UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1355640 ER - TY - CONF AN - 01565363 AU - North Carolina State University, Raleigh TI - Proceedings of the 2005 International Conference on Ecology and Transportation (ICOET 2005) SN - 0977809412 PY - 2005 SP - 712p AB - The theme for the 2005 International Conference on Ecology and Transportation (ICOET) was "On the Road to Stewardship". The emphasis of the conference was on the protection and maintenance of wildlife habitats and ecosystems considering the complex relationship between transportation issues and ecology. Chapters in the proceedings include: 1) Overview of federal and international activities; 2) Acoustics ecology; 3) Aquatics and marine ecosystems; 4) Context sensitive solutions - integrating community values with conservation objectives; 5) Integrating transportation and resource conservation planning; 6) Streamlining, stewardship, and sustainability; 7) Transportation corridor vegetation management; 8) Wildlife impacts and conservation solutions; 9) Wildlife crossing structures - planning, placement, monitoring; and 10) Wildlife-vehicle collisions. U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh KW - Conferences KW - Conservation KW - Ecology KW - Ecosystems KW - Environmental impacts KW - Environmental protection KW - Habitat (Ecology) KW - Transportation KW - Wildlife UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf UR - https://trid.trb.org/view/1354963 ER - TY - RPRT AN - 01531745 AU - Gardner, Kevin H AU - Eighmy, T Taylor AU - Gonzalez, Carolina AU - University of Wisconsin, Madison AU - University of New Hampshire, Durham AU - Federal Highway Administration TI - Permeable Reactive Barriers for Containment Control in Beneficial Use Applications in Highways PY - 2005///Final Report SP - 91p AB - Reactive barriers are used to remediate contaminated sites where the potential for leaching of heavy metals exists. Permeable reactive barriers (PRB) could be used in highway applications below either embankments or base courses constructed with recycled materials where a possibility of contaminant leaching exists. The objective of this project is to develop technologies that use apatite minerals as PRB applied in highway construction that use recycled materials in alternative construction applications. Sorption of heavy metals and radionuclides onto apatite has been well demonstrated. Interest in apatite is primarily due to the high stability of the metal-phosphate minerals that result from the interaction between the contaminants and the apatite. However, the exact molecular scale mechanism of removal is not completely understood. This research sought to investigate the sorption mechanism using a combination of methods, including batch tests and surface analytical techniques, to study how Zn2+ is immobilized by apatite. Three different synthetic apatites were used in this investigation: hydroxyapatite (Ca5(PO4)3OH), fluoroapatite (Ca5(PO4)3F) and carbonate apatite (Ca5(PO4,CO3)3(OH)). BET isotherms indicate that at low Zn2+ concentrations sorption proceeds as surface complexation and at increased concentrations it is followed by the formation of a co-precipitate and in turn a pure precipitate. The zeta potential analysis is in agreement with the proposed complexation – co-precipitation/precipitation mechanism. In this study two distinct rates of change were observed in the surface charge (mV) of the apatite particle as a function of Zn2+ loading (mmol Zn/g Apatite). The spectroscopic analysis indicates that co-precipitation begins to occur even at concentrations well below the solubility limit of Zn – minerals. The XAS spectra of HAP and CAP at 0.0016 mM had very strong similarities to the mineral structure of scholzite, a naturally occurring Zn-phosphate mineral and to synthetic zinc phosphate, respectively. At 0.92 - 0.99 mmol Zn/g apatite XPS identified scholzite and hopeite as likely species present at the particle surface. It is proposed that dissolution-precipitation reactions account for the formation of a Zn-phosphate solid solution, this indicates that co-precipitation begins to occur well before the maximum sorption capacity, qmax, predicted by the Langmuir isotherm. At the elevated Zn2+ loadings of all three apatites, 8.22 mmol/g HAP, 4.48 mmol/g CAP and 2.74 mmol/g FAP, XAS evidenced similarities to hydrozincite, (Zn5(CO3)2(OH)6) and XPS identified the likely presence of zinc carbonate hydroxide, [ZnCO3]2·[Zn(OH)2]. The formation of a zinc carbonate hydroxide implies that dissolved CO3 plays an important role in the complexation of Zn2+, under the given experimental conditions. Results from this research suggest that surface complexation, surface precipitation, co-precipitation and precipitation all play an important role in the sorption mechanism of Zn2+ onto apatite. This identification of a Zn-phosphate co-precipitate and hydrozincite emphasize that although the formation of Zn-phosphates does occur, competing reactions also lead to the formation of other Zn complexes such as Zn carbonates and/or hydroxides. KW - Apatite KW - Base course (Pavements) KW - Embankments KW - Heavy metals KW - Leaching KW - Permeable reactive barriers KW - Precipitation (Chemistry) KW - Recycled materials KW - Road construction KW - Sorption KW - Spectroscopic analysis UR - http://rmrc.wisc.edu/wp-content/uploads/2012/10/Proj31FinalRpt.pdf UR - https://trid.trb.org/view/1316339 ER - TY - RPRT AN - 01512787 AU - United States Federal Highway Administration TI - US 24, Interstate 469 in New Haven, Indiana to Ohio Route 15 in Defiance, Westernmost and Allen counties : environmental impact statement PY - 2005///Volumes held: Draft, F KW - Environmental impact statements UR - https://trid.trb.org/view/1297111 ER - TY - RPRT AN - 01512778 AU - United States Federal Highway Administration TI - SR 823 Portsmouth Bypass project, Scioto County : environmental impact statement PY - 2005///Volumes held: Draft, Final KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/1297102 ER - TY - RPRT AN - 01511647 AU - United States Federal Highway Administration TI - Council Bluffs Interstate System improvements project, Pottawattamie County, Iowa, and Douglas County, Nebraska : environmental impact statement PY - 2005///Volumes held: Draft, F KW - Environmental impact statements UR - https://trid.trb.org/view/1295971 ER - TY - RPRT AN - 01510948 AU - United States Federal Highway Administration TI - Interstate 69, SIU 15, US Highway 171 to Interstate Highway 20 Bossier, Caddo, and DeSoto parishes : environmental impact statement PY - 2005///Volumes held: Draft, Draft Appendix KW - Environmental impact statements KW - Louisiana UR - https://trid.trb.org/view/1295272 ER - TY - RPRT AN - 01508217 AU - United States Federal Highway Administration TI - Klingle Road, between Porter Street, NW and Cortland Place, NW : environmental impact statement PY - 2005///Volumes held: Draft(2v) KW - Environmental impact statements UR - https://trid.trb.org/view/1292541 ER - TY - RPRT AN - 01508216 AU - United States Federal Highway Administration TI - Proposed I-49 South, Raceland to the Davis Pond Diversion Canal, Lafourche and St. Charles parishes : environmental impact statement PY - 2005///Volumes held: Draft, Supplemental technical documents B1 KW - Environmental impact statements KW - Louisiana UR - https://trid.trb.org/view/1292540 ER - TY - RPRT AN - 01508215 AU - United States Federal Highway Administration TI - Fayetteville outer loop corridor study, Cumberland, Hoke, Robeson counties : environmental impact statement PY - 2005///Volumes held: Draft, F, Reevaluation of the draft B1 KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/1292539 ER - TY - RPRT AN - 01507908 AU - United States Federal Highway Administration TI - US Highway 160 from Durango to Bayfield, La Plata County : environmental impact statement PY - 2005///Volumes held: Draft, Dapp KW - Colorado KW - Environmental impact statements UR - https://trid.trb.org/view/1292232 ER - TY - RPRT AN - 01421294 AU - Federal Highway Administration TI - Management of Pavement Warranties: “Managing Warranties and Examples” PY - 2005///Draft SP - 4p AB - The Federal Highway Administration (FHWA) intends to continue supporting and encouraging the use of pavement warranties throughout the United States. This is the third in a series of documents intended to provide guidance on the use of pavement warranties. The documents are arranged to address various high points that should be considered in all warranty programs, independent of the source of funding or routes. The first document provides agencies with information to gain an understanding of what warranties are and why they should be used. The second document discusses the selection procedures for pavement warranties and includes specification development, bonding or guarantee issues, project selection, along with acceptance and verification procedures for warranty projects. In addition, it presents warranty experiences from various states. This third document is intended to provide information on the management of a pavement warranty program along with examples of warranty specifications. KW - Management KW - Pavement performance KW - Pavements KW - Paving KW - Quality assurance KW - Specifications KW - Warranty UR - http://www.fhwa.dot.gov/pavement/warranty/mangment.doc UR - https://trid.trb.org/view/1151711 ER - TY - RPRT AN - 01421286 AU - Federal Highway Administration TI - Selection Procedures for Pavement Warranties: “How to establish criteria and how to select projects” PY - 2005///Draft SP - 18p AB - The Federal Highway Administration (FHWA) intends to continue supporting and encouraging the use of pavement warranties throughout the United States. This is the second in a series of documents intended to provide guidance on the use of pavement warranties. It is arranged to address various high points that should be considered in all warranty programs, independent of the source of funding or system. The first document was intended to provide agencies the information to gain an understanding of what warranties are and insight on why they should be used. This second document will discuss the selection procedures for pavement warranties and will include specification development, bonding or guarantee issues, project selection, acceptance, and verification procedures for warranty projects. In addition, warranty experiences from various states will also be presented. KW - Construction management KW - Construction projects KW - Pavement performance KW - Pavements KW - Paving KW - Project selection KW - Quality assurance KW - Warranty UR - http://www.fhwa.dot.gov/pavement/warranty/selction.doc UR - https://trid.trb.org/view/1151568 ER - TY - RPRT AN - 01390009 AU - Harkey, D L AU - Zegeer, C V AU - United States. Federal Highway Administration (FHWA). Office of Safety Programs TI - Pedsafe: pedestrian safety guide and countermeasure selection system: version 1.0 PY - 2005 IS - FHWA-SA-04-003 SP - 1 CD ROM KW - Accident countermeasure KW - Case studies KW - Case study KW - Decision making KW - Expert systems KW - Highway safety KW - Knowledge based system KW - Mobility KW - Mobility KW - Pedestrian KW - Pedestrian areas KW - Pedestrian facilities KW - Pedestrians KW - Road safety KW - Road user education KW - Selection KW - Traffic engineering KW - Traffic engineering KW - Traffic safety KW - Traffic safety education UR - http://www.walkinginfo.org/pedsafe/pedsafe_downloads.cfm UR - https://trid.trb.org/view/1157775 ER - TY - RPRT AN - 01153163 AU - Federal Highway Administration TI - I-95 Operational Analysis for Lane Closures at Night PY - 2005///Case Study Snapshot #2 SP - 1p AB - Maintaining roadway capacity is an important aspect in the ongoing Woodrow Wilson Bridge replacement project in the Washington, DC metropolitan area. Lane closures are conducted only at night to minimize impact on road users. In the fall of 2001, a contractor for the Maryland State Highway Administration was in the process of constructing one of many new bridges as part of the project at the MD 210/I-295/I-95 interchange just east of the Potomac River shoreline. The plan included closing lanes during the overnight hours (12 a.m. to 4 a.m.) and was scheduled to take from 4 to 6 months to complete. When this phase of the roadwork began, it was clear the limited hours of lane closures were incompatible with required setup and takedown time. Project engineers responded with a QuickZone analysis that included multiple scenarios for extending the lane closure duration time and the number of lanes closed. The results showed an insignificant difference for motorists if the lane closures began at 9 p.m. instead of the proposed 12 a.m. Opening all lanes by 5 a.m. would be sufficient to maintain traffic flow. As a result of this information the lanes were closed at 9 p.m. and reopened by 5 a.m. Consequently, total duration of the construction project was reduced from an estimated 6 months to 2 months, hence reducing the impact on motorists. Moreover, the increase in the contractor’s productive time (from 2.5 hours to 6 hours) resulted in better utilization of available resources and ultimately saved money on the overall construction project. QuickZone allowed the management team to easily test various work zone plan scenarios and determine the best compromise between the interests of the construction project and the public. KW - Bridge construction KW - Highway operations KW - Highway traffic control KW - Interstate 95 KW - Lane closure KW - Night KW - QuickZone (Computer program) KW - Road construction KW - Woodrow Wilson Memorial Bridge UR - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot2.cfm UR - https://trid.trb.org/view/914711 ER - TY - RPRT AN - 01153162 AU - Federal Highway Administration TI - Responding to Public Concern about Delays during Bridge Repairs PY - 2005///Case Study Snapshot #3 SP - 1p AB - In the spring of 2001, a major structural rehabilitation project started on the Little Bras d’Or bridge in Nova Scotia, Canada. Built in 1959, the bridge consists of 1.2 meter by 30.4 meter (4 feet by 100 feet) steel girder spans and carries a two-lane, twoway highway. It was necessary to close one lane to perform repairs. Traffic flow was controlled by signals, and later, during peak traffic flow hours, by flaggers. As the project progressed into late spring, traffic volumes increased and motorists began to experience significant delays. Local residents, businesses, politicians, and emergency services were very vocal about the delays. Political pressure forced rescheduling the work for November of that year. In anticipation of the November bridge work, the Province’s transportation engineer started looking for tools to help predict the impact of the proposed closure to make objective decisions on when work could take place. QuickZone was used to analyze various staging scenarios. First, a baseline model was validated for queues and delays observed during the spring 2001 roadwork. QuickZone demonstrated that the planned move to November using the same traffic control would still result in unacceptable delays. Due to the QuickZone analysis and political issues, project completion was further delayed. Basic repairs were made to keep the bridge safely open until a better traffic control solution could be identified. In 2004, the initial analysis performed at this site was updated for a milling and repaving project on the same section of the highway. Estimates of capacity loss were updated based upon observations made at other sites. QuickZone was used to support the decision to do the work at night and also to define allowable nighttime work hours. It is anticipated that the structural repairs started in 2001 will resume and be completed in 2005 using an alternative traffic control plan. KW - Bridge maintenance KW - Highway maintenance KW - Peak hour traffic KW - Public relations KW - QuickZone (Computer program) KW - Road construction KW - Traffic delays KW - Work zone safety KW - Work zone traffic control UR - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot3_press.pdf UR - https://trid.trb.org/view/914712 ER - TY - RPRT AN - 01153161 AU - Federal Highway Administration TI - Economic Impact of Work Zones with Lengthy Detours in Wyoming PY - 2005///Case Study Snapshot #8 SP - 1p AB - Louis Lake Road is located in Fremont County, Wyoming, and links the town of Lander and the Shoshone National Forest. The one-lane gravel road with turnouts is narrow, unsafe, and inadequate for expected traffic increases as more visitors are drawn to the area. Due to public concern over the economic impacts on the area during construction, Central Federal Lands Highway Division (CFLHD) considered using QuickZone. Because the road is such a vital link to the forest, residents of Lander in particular were concerned that real and perceived construction delays would deter vacationers, and local businesses would lose revenue. The QuickZone economic impact estimates the amount of revenue lost by reduced travel, the additional cost to freight traffic, the cost of lost time by delayed travelers, and the additional vehicle operating costs from the additional miles traveled on the detour. The QuickZone analysis will help determine when flagging operations and full closures will be allowed and to assure the public that delay costs and economic impacts on the town of Lander were considered in construction plans. The primary means of traffic control planned for the project is using flaggers when the twolane road is reduced to one-lane, two-way operation, and full closures during rock blasting and other dangerous operations. QuickZone estimated the delay a traveler would face during flagging operations of different lengths and capacities. The delay was also influenced by the amount of traffic that might take the detour during road closures. Due to the low volumes in the project area, the only delays were caused by the flagger operations. At the time of highest demand, at 2 p.m. on Saturdays in July, the demand on Louis Lake Road is 57 vehicles per hour. For a work zone of 3 km (1.8 mile) and with a clearance time of 13.4 minutes, the maximum user delay is 27.5 minutes. KW - Detours KW - Economic impacts KW - QuickZone (Computer program) KW - Revenues KW - Road construction KW - Tapers (Work zone traffic control) KW - Traffic control KW - Traffic delays KW - Work zone safety KW - Wyoming UR - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot8_press.pdf UR - https://trid.trb.org/view/914719 ER - TY - RPRT AN - 01153160 AU - Federal Highway Administration TI - I-40 Full Closure Feasibility Assessment PY - 2005///Case Study Snapshot #1 SP - 1p AB - Tennessee Department of Transportation (TDOT) identified a section of I-40 east of downtown Knoxville as a candidate for major rehabilitation, and in 2004, considered various strategies to perform the needed roadwork, keeping in mind construction costs, project duration, and potential impact to road users. In particular, TDOT considered the use of a full closure to complete complex work on freeway interchanges without the maintenance of through traffic on I-40. The advantages of this option over more traditional approaches include reduced project duration, improved worker safety, and potential cost savings over more traditional approaches. However, the impact on road users throughout the closure period was poorly understood. From the road network geometry in the metropolitan area, it was clear that the brunt of the diverted traffic demand would have to be borne by I-640. TDOT commissioned a traffic study to predict traffic volumes on I-640 for a prospective 2008 full closure on I-40. The study used vehicle-matching technologies to identify through and local traffic volumes by collecting field data in the first half of 2004. The results of this study were used by analysts to better predict travel demands on I-640 during the construction period. The study used QuickZone to identify the likelihood of significant congestion under the proposed full closure option by presenting a quick prediction based on current traffic volumes. When it became clear that congestion was likely to be significant, more refined traffic demand data and more detailed network geometry was applied in QuickZone. The increased scope identified the likely delay impacts and targets to assist the management of local and interstate traffic demand in preventing lengthy delays on I-640 and at the I-40/I-640 interchanges. KW - Highway traffic control KW - Interstate 40 KW - Knoxville (Tennessee) KW - Lane closure KW - QuickZone (Computer program) KW - Road construction KW - Traffic congestion KW - Travel demand KW - Work zone safety KW - Work zone traffic control UR - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot1_press.pdf UR - https://trid.trb.org/view/914709 ER - TY - RPRT AN - 01153159 AU - Federal Highway Administration TI - Preparing for Peak Tourist Season during Repaving Operations, Zion National Park PY - 2005///Case Study Snapshot #6 SP - 1p AB - In 2004, a major rehabilitation of the main road through Zion National Park in Utah was scheduled to take place. The work, beginning at the south visitors’ entrance and extending into Zion Canyon, was to include the widening and structural repairs of certain sections of the existing road and milling/paving operations over a 11-kilometer (7-mile) segment. The impact on visitors entering the park through the town of Springdale was a major concern, whereas traffic congestion on roads beyond the entrance station was not a concern because visitors are required to park and use the free shuttle bus service. Park administrators were concerned about significant work zone-related delay at the south visitors’ entrance, where recurrent queues were present even without the planned roadwork. The original traffic control plan called for shutting down one of the two visitor entrance lanes during construction. The National Park Service wanted to avoid an 0.8-kilometer (0.5-mile) queue extending into the town of Springdale during roadwork. A queue of this length would affect traffic in the town as well as employee access to the park. QuickZone was used to estimate the length of the queue and number of vehicles in queue for the peak tourist months of June, July, August, September, and October. Results from the analysis indicated that queues reaching into the town of Springdale were likely in these months without a change to the proposed traffic control plan. Due to financial and political constraints, construction was delayed. However, due to QuickZone analysis of the Zion project, engineers have begun to reevaluate the construction phasing and propose a variety of strategies. As new ideas develop, project engineers will analyze them in QuickZone to determine which will have the least impact on park visitors and employees. KW - Highway operations KW - QuickZone (Computer program) KW - Resurfacing KW - Road construction KW - Shuttle buses KW - Tourism KW - Traffic control KW - Traffic queuing KW - Zion National Park UR - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot6_press.pdf UR - https://trid.trb.org/view/914717 ER - TY - RPRT AN - 01153158 AU - Federal Highway Administration TI - Justifying the Additional Cost of Night Work in Nova Scotia PY - 2005///Case Study Snapshot #4 SP - 1p AB - In 2001, the intersection of Reeves Street and Trunk 4 in Port Hawkesbury, Nova Scotia— along a key access route to the Trans Canada Highway—was slated to be upgraded. Both roads are generally two-lane roads with certain sections upgraded to include designated turn lanes. Average annual daily traffic (AADT) through the intersection is roughly 8,000 vehicles per day with approximately 10 percent truck volume. Truck traffic is concentrated during the daytime on weekdays. Most of the traffic volume at this location in Port Hawkesbury is through-traffic continuing on to some of the industrial centers near the town or to points further north. The reconstruction involved a major upgrade of the intersection including additional dedicated turn lanes to accommodate higher traffic volumes and to improve safety. Construction was slated to take place only during daylight hours because of cost and safety concerns. However, it was also evident that any construction during the day would have an impact on motorists. QuickZone Version 1.0 was used to test alternate strategies, including the possibility of a detour route through a residential district. Under the original traffic control plan, the intersection operated 24 hours a day, 7 days a week. Under these conditions, QuickZone predicted up to a 6.5-kilometer (4.1-mile) queue and 70 minutes of delay. Project engineers noted that queues and delays did not form during the overnight hours on any day, especially Friday. They also tested a scenario that eliminated construction during daylight hours on Fridays and Saturdays. Using this information, construction was planned for mornings and evenings during weekdays. This approach cut in half the queuing and the delays associated with the construction. In addition, the number of vehicles on the detour route was reduced to 6,000 vehicles per week, a 40 percent reduction. The QuickZone analysis allowed project engineers to better plan the construction schedule and make the decision to perform some of the most disruptive phases of construction at night. KW - Highway traffic control KW - Interchanges and intersections KW - Night KW - Nova Scotia KW - QuickZone (Computer program) KW - Road construction KW - Truck traffic KW - Work zone safety KW - Work zone traffic control UR - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot4_press.pdf UR - https://trid.trb.org/view/914713 ER - TY - RPRT AN - 01153157 AU - Federal Highway Administration TI - Cumulative Delay Analysis for Successive Work Zones on Beartooth Highway PY - 2005///Case Study Snapshot #7 SP - 1p AB - The Central Federal Lands Highway Division (CFLHD) has been working with the United States Department of Agriculture (USDA) Forest Service and the National Park Service to reconstruct a 30-kilometer (18.6-mile) section of the scenic Beartooth Highway in Montana. This section has not been rebuilt since the original construction in 1936. The highway can no longer support the types of vehicles driving on it today nor the increased volumes anticipated in future years. The reconstruction project will consist of upgrading the current roadway with improvements to the alignment, grade, and width of the road to meet current Federal Highway Administration (FHWA) guidelines. QuickZone was used to evaluate a series of four different flagging operations near the Beartooth Ravine, part of the proposed 30-kilometer (18.6-mile) section. QuickZone enabled CFLHD to account for prospective delays at each work zone and predict delays for motorists incurred by a series of work zones. QuickZone was also configured to account for detailed seasonality demand data CFLHD had collected on the highway. A key capability CFLHD required from QuickZone was the estimate of cumulative delay a motorist would likely encounter from a series of wok zones, including localized bottlenecks, flagging operations, and periodic full closures. The initial results from QuickZone showed that four flagging operations at Beartooth Ravine produced substantial backups caused by the switchover times of the flagging operations. No single flagging operation, however, was shown to cause major traffic delays. KW - Beartooth Highway KW - Highway operations KW - Lane closure KW - Montana KW - QuickZone (Computer program) KW - Road construction KW - Traffic control KW - Traffic delays KW - Work zone safety KW - Work zone traffic control UR - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot7_press.pdf UR - https://trid.trb.org/view/914718 ER - TY - RPRT AN - 01153156 AU - Federal Highway Administration TI - Cost-Effective Construction Phasing in Yosemite Valley PY - 2005///Case Study Snapshot #5 SP - 1p AB - Yosemite National Park in California is one of the most popular national park destinations in the Nation, averaging more than 9,000 visitors each day throughout the year. Due to the shape of Yosemite Valley, public access to the park is quite limited. Given the steep terrain around the valley, the only roadways in and out of Yosemite Village are Northside and Southside Drives, both of which are two-lane, one-way facilities with stop-controlled intersections along their length at two bridge crossings. These two key valley roadways are scheduled to be under consideration for a significant repaving and rehabilitation project starting in 2006 and anticipated to finish in 2008. Concern over significant delays in the construction phase led the Central Federal Lands Highway Division (CFLHD) and the National Park Service staff to consider a range of phasing and staging alternatives. Congestion and delays on weekends are already a recurring event during peak travel months even with no roadwork underway. The original role of QuickZone in the Yosemite project was to identify the likely travel delays associated with two competing alternatives: an aggressive one-season approach or a more traditional two-season plan. As the case study progressed however, QuickZone became integral in the incremental refinement of a phasing and staging plan combining advantageous aspects of both alternatives. No final decision about the timing or phasing of the work had been made as of August 2004. However, the time and effort invested in data collection and QuickZone analysis had a marked impact in shaping the planned work to minimize impacts on park visitors while finding effective ways to reduce project duration and costs. CFLHD staff plan to continue utilizing the QuickZone model throughout the Yosemite project life cycle, including the actual construction phase. KW - Construction phasing KW - Cost effectiveness KW - Highway operations KW - QuickZone (Computer program) KW - Road construction KW - Traffic control KW - Two lane highways KW - Valleys KW - Yosemite National Park UR - http://www.fhwa.dot.gov/publications/research/operations/05142/snapshot5_press.pdf UR - https://trid.trb.org/view/914715 ER - TY - CONF AN - 01139813 AU - Federal Highway Administration TI - Proceedings of the Workshop on Traffic Modeling: Simulation Models: From the Labs to the Trenches PY - 2005 SP - v.p. AB - Approximately 100 traffic modelers, software developers and users met in Sedona, Arizona, September 18-21, 2005, to brainstorm issues related to the trends and challenges on the development and use of traffic models. The Workshop on Traffic Modeling: Simulation Models: From the Labs to the Trenches focused on the following objectives: (1) to review the current states of the art and practice in traffic modeling; (2) to assess future needs for traffic models and their applications; and (3) to identify directions for further research and model development. To meet the objectives of the workshop, several technical presentations on the state of the art in traffic models and their applications were presented first. Subsequently, workshop attendees actively participated in breakout sessions to identify issues and problems related to traffic modeling and traffic models in three categories: (1) model development; (2) data collection and model calibration; and (3) requirements for applications. The goal of the breakout sessions was to develop prioritized list(s) that researchers and developers could address. U1 - Proceedings of the Workshop on Traffic Modeling: Simulation Models: From the Labs to the TrenchesFederal Highway AdministrationUniversity of Arizona, TucsonTransportation Research BoardCaliper CorporationCambridge Systems CorporationDowling Associates IncorporatedINRO Consultants IncorporatedUniversity of California, BerkeleyPTV America, IncorporatedQuadstone ParamicsSiemens ITSTransport Simulation SystemsSedona,AZ,United States StartDate:20050918 EndDate:20050921 Sponsors:Federal Highway Administration, University of Arizona, Tucson, Transportation Research Board, Caliper Corporation, Cambridge Systems Corporation, Dowling Associates Incorporated, INRO Consultants Incorporated, University of California, Berkeley, PTV America, Incorporated, Quadstone Paramics, Siemens ITS, Transport Simulation Systems KW - Best practices KW - Calibration KW - Control system applications KW - Data collection KW - Laboratory tests KW - State of the art KW - Traffic forecasting KW - Traffic models KW - Traffic simulation KW - Workshops UR - https://trid.trb.org/view/900056 ER - TY - RPRT AN - 01120617 AU - Federal Highway Administration TI - Transportation Asset Management Case Studies: Economics in Asset Management: The Hillsborough County, Florida, Experience PY - 2005 SP - 24p AB - Over the last 8 years, Hillsborough County, Florida, has planned and implemented a comprehensive Asset Management system for its roadway and stormwater infrastructure. The new system includes all the forecasting elements necessary to do multiyear budgeting of maintenance, operations, and eventual capital replacement of these assets. To accomplish the transformation to an Asset Management approach, the Hillsborough County Public Works Department (department) formed management teams that identified the data and tools it would need to move forward. The department then contracted for the collection of comprehensive location and condition data for its roadway and stormwater assets and had these data loaded into a management information system, known as the Hillsborough County Asset Management System (HAMS). HAMS allows the ready retrieval of the condition and maintenance data, location of assets on the department’s geographical information system (GIS) base map, analysis of the data, and the development of efficient strategies to preserve and improve the infrastructure. A critical component of Hillsborough County’s Asset Management strategy is the use of economic analysis tools to aid in the evaluation of asset maintenance, replacement, and improvement strategies. The county’s goal is to bring investment decisions to the dollar level as much as possible. The department uses economic analysis at several different levels in its decision-making process. In some asset categories, such as intersection and sidewalk improvements, the department applies benefit-cost analysis to HAMS and other data to evaluate individual improvement projects and to rank projects by priority. The department also evaluates life-cycle costs when considering potential actions for pavements, bridges, and stormwater assets. Finally, the county uses economic analysis methods to evaluate investments in new technologies. KW - Asset management KW - Benefit cost analysis KW - Budgeting KW - Case studies KW - Decision making KW - Drainage structures KW - Economic analysis KW - Geographic information systems KW - Highways KW - Hillsborough County (Florida) KW - Infrastructure KW - Investments KW - Life cycle costing KW - Management information systems KW - Public works UR - http://www.fhwa.dot.gov/infrastructure/asstmgmt/difl.pdf UR - https://trid.trb.org/view/880473 ER - TY - SER AN - 01111972 JO - Transportation Decisionmaking: Information Tools for Tribal Governments PB - Federal Highway Administration AU - Federal Highway Administration TI - Developing a Long-Range Transportation Plan PY - 2005 SP - 20p AB - The goal of this document is to provide a tool to assist Tribal Governments in developing a Long-Range Transportation Plan (LRTP). A general framework for developing an LRTP is provided, along with examples of noteworthy practices by several Tribal organizations. The Indian Reservation Roads (IRR) Rule (25 Code of Federal Regulations 170) identifies elements that may be included in an LRTP. The specific steps described in this report are not required by Federal statute or regulation. They represent a general process on how to develop an LRTP in support of the requirements of the IRR program as well as of the Federal Highway Administration/Federal Transit Administration statewide and metropolitan planning process. KW - Indian reservations KW - Long range planning KW - Transportation planning KW - Tribal government UR - http://www.fhwa.dot.gov/hep/tribaltrans/lrtpmod.pdf UR - https://trid.trb.org/view/871674 ER - TY - JOUR AN - 01111257 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Cox, William R AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Deck Cracking Repair Criteria in Texas PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how bridge deck cracking provides access for oxygen, moisture, and chlorides to reach and corrode steel reinforcement and the resulting corrosion can cause deck deterioration, increased maintenance, and shorter service life. Repairing cracks in new and existing bridge decks is a means to achieve the planned service life of a bridge deck that has suffered significant cracking. In Texas, the decision to repair bridge deck cracking is based on the severity of the environment, crack width, and extent of cracking. Moisture in the form of rainfall increases from the western portion of the state, where El Paso experiences an average annual rainfall of about 8 in. (200 mm), to southeastern Texas, where Beaumont receives about 57 in. (1.45 m). Winter applications of deicing chemicals are common in the northern regions of the state while structures along the Gulf Coast experience a marine environment. In these regions, the Texas Department of Transportation (TxDOT) responds to inquiries about the acceptability of deck cracks by recommending that cracks greater than 0.005 in. (0.13 mm) in width be sealed. In other areas of the state, TxDOT recommends crack sealing when crack widths exceed 0.01 in. (0.25 mm). However, in areas of the state that receive little rainfall and chloride exposure is of little concern, TxDOT recommends crack sealing only when crack widths exceed 0.02 in. (0.50 mm). KW - Bridge decks KW - Crack width KW - Cracking KW - Cracking of concrete pavements KW - Deicing chemicals KW - Moisture content KW - Rainfall KW - Service life KW - Texas KW - Winter maintenance UR - https://trid.trb.org/view/870589 ER - TY - JOUR AN - 01111255 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Hime, William G AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Tests — Alkali-Silica Reaction PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how alkali-silica reaction (ASR) was discovered by Stanton* in 1940 and since then it has been mischaracterized, misdiagnosed, and probably mis-tested. At the same time, ways to mitigate its effect have been developed. Contrary to much of the literature, ASR is not a reaction of sodium or potassium (or other alkali metal ions) with a form of silica. Rather, it is the reaction of the hydroxides of those ions (ammonium ion is the exception) with, almost always, microcrystalline silicon dioxide. Only the hydroxides of these ions are soluble enough to produce the pH levels of 13, or more, that are needed to cause the reaction. The silicate that is produced occupies more space than the silica did, causing “map” cracking in the concrete. The reaction stops when either the hydroxyl ion is sufficiently depleted (by reaction or carbonation to drop the pH below 13), or when the reactive silica particles have been consumed. Completion of the reaction occurs in hours, weeks, or years, depending upon the thickness of the concrete. It is obvious that the higher the cement content, the more the alkalies in the concrete. It is less obvious that the higher the alkali metal content, the higher the hydroxyl ion content. But when water is added to portland cement, the alkali metal compounds largely produce alkali metal hydroxides. This is usually not true with mineral admixtures or aggregates. The alkali metals in them do not produce hydroxides. KW - Alkali silica reactions KW - Carbonation KW - Cement content KW - Cracking KW - Crystalline fractions KW - High performance concrete KW - Hydroxides KW - Silica KW - Silicon dioxide UR - https://trid.trb.org/view/870581 ER - TY - JOUR AN - 01111252 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Kivisto, Paul M AU - Federal Highway Administration AU - National Concrete Bridge Council TI - High Performance Concrete Bridge Decks in Minnesota PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how bridges in Minnesota experience harsh conditions with wide temperature extremes, fairly long snow and ice seasons, and many applications of deicing chemicals. The standard bridge deck protection system of the Minnesota Department of Transportation (Mn/DOT) includes epoxy-coated reinforcement, a 7-in. (175-mm) thick conventional concrete structural slab, and a 2-in. (50-mm) thick low-slump concrete overlay. This system has worked extremely well since the mid 1970s and is specified on most bridges. High performance concrete (HPC) bridge decks offer potential benefits to the state including decreased construction time, lower permeability, and cost savings of 5 percent or more compared to decks with low-slump overlays. KW - Adverse weather KW - Bridge decks KW - Bridges KW - Concrete overlays KW - Deicing chemicals KW - Epoxy coatings KW - High performance concrete KW - Minnesota KW - Reinforcing bars KW - Winter UR - https://trid.trb.org/view/870498 ER - TY - JOUR AN - 01111249 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Serink, Dale AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Sturgeon River Bridge: 100-Year Service Life PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Sturgeon River bridge, located in Edmonton, Alberta incorporates innovative features that are aimed at achieving a 100-year service life and meeting difficult geometric constraints. Integral abutment design, stainless steel-clad reinforcement, and high performance concrete were employed to achieve these objectives. The selected design consists of a single span 131-ft (40-m) long low profile precast, prestressed concrete girder bridge with high performance concrete in the deck and the girders. KW - Bridge decks KW - Bridge design KW - Geometric design KW - Girder bridges KW - High performance concrete KW - Jointless bridges KW - Precast concrete KW - Prestressed concrete KW - Prestressed concrete bridges KW - Service life UR - https://trid.trb.org/view/870492 ER - TY - RPRT AN - 01111248 AU - Nevada Department of Transportation AU - Federal Highway Administration TI - Accelerating Construction. Project Neon. Connecting Commuters. ACTT Workshop PY - 2005 SP - 48p AB - 2005 As highway construction continues to cause strain to the National roadway system, both State and Federal transportation agencies are searching for innovative approaches that will minimize disruptions to the traveling public. Accelerated Construction Technology Transfer (ACTT) is a process that helps identify innovative techniques/technologies and reduce construction time, enhance safety and improve quality on major highway projects. The goal of the Interstate 15 (i-15) corridor ACTT workshop, held March 15-17, 2005, in Las Vegas, Nevada, was to examine potential improvements to a section of the I-15 corridor through central Las Vegas known as project neon. The workshop brought together 56 experts from 17 states and Washington, DC individuals with an extensive knowledge of environmental planning and documentation, complex freeway projects, public outreach, traffic planning and construction. Interstate 15 is a major north-south route that links Las Vegas to California on the southwest and to Salt Lake City and beyond on the northeast. Project neon encompasses an urban section of i-15 beginning at the US 95/I-15 interchange (the Spaghetti Bowl) and extending approximately 2.5 miles south. This section of the I-15 corridor serves the Las Vegas Valley as a primary transportation link through central Las Vegas, serving over 250,000 vehicles per day, and that number is going to change drastically. In recent years, Las Vegas has been one of the fastest-growing metropolitan area in the United States. That trend is projected to continue through 2030, with an anticipated 60 percent increase in population during that time. Providing transportation solutions that will accommodate this growth is a major challenge facing the Nevada Department of Transportation (NDOT), the Regional Transportation Commission of Southern Nevada (RTC) and other local agencies, making project neon a key planning effort for the entire metropolitan area. The primary goals for project neon, then, are as follows: (1) meet the short- and long-term transportation needs of the project area; (2) provide improved transportation in response to regional growth; (3) decrease congestion; and 4) enhance mobility. KW - Accelerated Construction Technology Transfer (ACTT) KW - Freeway operations KW - Mobility KW - Planning and design KW - Regional planning KW - Regional transportation KW - Road construction KW - Technology transfer KW - Traffic congestion KW - Transportation planning UR - https://trid.trb.org/view/870306 ER - TY - JOUR AN - 01111247 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Tallman, Thomas E AU - Harris, Thomas M AU - Federal Highway Administration AU - National Concrete Bridge Council TI - The Virginia Dare Bridge, NC PY - 2005 IS - Issues 1-38 SP - 1p AB - The Virginia Dare Bridge, the longest bridge in North Carolina, is located on US 64/264 over the Croatan Sound at Manteo and the bridge connects the mainland to Roanoke Island at the midpoint of the Outer Banks. The bridg is on a hurricane evacuation route. With a target service life of 100 years, the most significant design challenges of the bridge project included the highly corrosive coastal environment, high level navigable clearances, vessel impact forces, coastal storm surge and scour characteristics, and environmentally sensitive high quality wetlands. Early in the design process, a study of bridge types was performed in order to determine economical alternates for the bridge. The bridge was segmented into regions based on soil type, vessel impact loads, and bridge profile. For the superstructure, six different structural member types were analyzed with multiple variations in span lengths, girder spacings, and material strengths. The substructure analysis included three different structural frame systems and two foundation types. A precast segmental superstructure and a conventional precast, prestressed concrete girder superstructure were offered as alternates for bid. The bid was awarded to the conventional alternate. KW - Bridge design KW - Bridge superstructures KW - Croatan Sound (North Carolina) KW - Evacuation KW - Hurricanes KW - Long span bridges KW - Manteo (North Carolina) KW - Outer Banks (North Carolina) KW - Service life KW - Virginia Dare Bridge UR - https://trid.trb.org/view/870499 ER - TY - JOUR AN - 01111246 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Schultz, Kyle AU - Federal Highway Administration AU - National Concrete Bridge Council TI - The Contractor’s Perspective PY - 2005 IS - Issues 1-38 SP - 2p AB - This paper describes how the use of high performance concrete (HPC) on the Wacker Drive Reconstruction project presented several special challenges to the general contractor. Some of these resulted from the concrete mix proportions while others resulted from the special provisions. The first challenge was the erratic air content following the addition in the field of the high-range water-reducer (HRWR). During the first weeks of production, the addition of the HRWR would cause the air content to either increase or decrease, with no apparent pattern. Further, the required dosage of air-entraining admixture to achieve the specified 5.5 to 8.5 percent air content was not consistent from one day to the next. The second issue was what to do when the air content was too high. Typically, high air content of concrete can be reduced by additional mixing, or by stopping the truck's drum completely for a time. However, the HPC on this project seemed reluctant to release entrained air regardless of these, or any other techniques. Although the start of HPC production was a little rough, the contractor simply rode out the learning curve. After which, working with the HPC was no different from any other concrete. Everyone grew accustomed to the HPC with its special requirements and construction never seemed to be hampered due to the mix. KW - Admixtures KW - Air content KW - Air entrained concrete KW - Bridge design KW - Chicago (Illinois) KW - Concrete structures KW - Contractors KW - Mix design KW - Wacker Drive (Chicago, Illinois) UR - https://trid.trb.org/view/870495 ER - TY - RPRT AN - 01111244 AU - Federal Highway Administration TI - Common Ground: Construction Management Practices in Canada and Europe. International Technology Exchange Program. Bringing Global Innovations to U.S. Highways PY - 2005 SP - 4p AB - Reaching beyond its borders, the United States can benefit from a wealth of progressive practices now enhancing highway project delivery, contract compliance and quality assurance worldwide. The international highway community has developed innovative construction management procedures in alternative procurement and contracting environments, and a team of highway experts from the Federal Highway Administration (FHWA), the American Association of State Highway and Transportation Officials (AASHTO), academe and industry recently assessed advances underway. The participating public and private sector leaders researched, documented, and are now promoting the implementation of international best practices that can push the state of the art within the U.S. highway industry. Team members gained fresh perspectives on the highway industry's current challenge to thrive in a new spirit of partnership and common, customer-focused goals. Construction management involves the oversight of risks and resources in the implementation of a highway project. It is an essential element of the success of any project, and evolving industry roles and the adoption of alternative project delivery methods are prompting changes in the conventional construction management practices used by public agencies. Critical components of these new methods include the evolving relationships among public agencies, contractors, and private engineering firms, which are transforming risk allocation processes, quality control/quality assurance, and general contract administration procedures. Emerging delivery methods include the use of non-traditional procedures such as design-build contracts, public-private arrangements, maintenance and warranty requirements, and use of third-party consultants to perform contract management. European and U.S. transportation communities face similar political, financial, and resource challenges. However, key procurement and construction management techniques found during this study could promote better alignment between project team members and customers. The scan team discovered a more spirited effort of long-term partnership and collaboration between public and private sectors and witnessed heightened customer awareness among industry members. Canadian and European agencies have developed construction management systems that promote the alignment of team goals through the use of integrated risk analysis techniques that support the strategic application of alternative delivery methods. These concepts thread through the project life cycle, from procurement systems that set the framework for success to contract payment systems that reinforce trust. KW - Best practices KW - Canada KW - Construction management KW - Construction projects KW - Contractors KW - Europe KW - Globalization KW - International relations KW - Road construction KW - Technological innovations KW - Technology transfer UR - http://www.fhwa.dot.gov/construction/scan05.pdf UR - https://trid.trb.org/view/870307 ER - TY - JOUR AN - 01111243 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Federal Highway Administration AU - National Concrete Bridge Council TI - International Symposium on High Performance Concrete PY - 2005 IS - Issues 1-38 SP - 1p AB - The Precast/Prestressed Concrete Institute, the Federal Highway Administration and the Fédération Internationale du Béton will co-sponsor an International Symposium on High Performance Concrete to be held September 25-27, 2000 in conjunction with the PCI Annual Convention and Exhibition in Orlando, Florida. Topics will include general history and definition; materials and mix design; research and future directions; quality concepts; construction techniques; structural design and concepts; fabrication and transportation; structural performance and code performance; FHWA showcase projects and cast histories; and cost effectiveness, marketing, and implementation. KW - Case studies KW - Concrete construction KW - Conferences KW - Cost effectiveness KW - High performance concrete KW - Implementation KW - Marketing KW - Meetings KW - Quality control KW - Structural design UR - https://trid.trb.org/view/869743 ER - TY - JOUR AN - 01111241 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Jaber, Tarif M AU - Ardani, Ahmad Allen AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC and FRP for Colorado Bridge Deck PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Colorado Department of Transportation (CDOT) received a $700,000 award under the Innovative Bridge Research and Construction (IBRC) program to investigate new, innovative materials in the reconstruction of the I-225 and Parker Road interchange southeast of Denver in 2000. The design of the bridge deck included the development of high performance concrete (HPC) mixes, plus the use of partial depth, precast, prestressed concrete deck panels with fiber reinforced polymer (FRP) reinforcement. KW - Bridge decks KW - Bridge design KW - Colorado KW - Fiber reinforced polymers KW - High performance concrete KW - Innovative Bridge Research and Construction Program KW - Prestressed concrete KW - Prestressed concrete bridges UR - https://trid.trb.org/view/870578 ER - TY - JOUR AN - 01111240 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Roller, John J AU - Bruce, Robert N AU - Russell, Henry G. AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Shear Tests of High-Strength Concrete Girders PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how in 1999, the Louisiana Department of Transportation and Development (LA DOTD) built its first high performance concrete bridge—Charenton Canal Bridge. Construction of the State's second high performance concrete bridge is scheduled to commence in the fall of 2002. The new bridge will incorporate 72-in. (1.83-m) deep bulb-tee girders with a specified concrete compressive strength of 10,000 psi (69 MPa) and 0.6- in. (15.2-mm) diameter prestressing strands. To provide assurance that these girders will perform satisfactorily, a research program was initiated to evaluate the structural performance under shear loading conditions. This research is sponsored by the Louisiana Transportation Research Center. KW - Bridges KW - Compressive strength KW - Concrete bridges KW - High performance concrete KW - High strength concrete KW - High strength materials KW - Prestressed concrete KW - Prestressed concrete bridges KW - Shear strength UR - https://trid.trb.org/view/870444 ER - TY - JOUR AN - 01111238 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Kerkhoff, Beatrix AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Benefits of Air Entrainment in HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the development of air-entrained concrete in the mid-1930s was one of the greatest advances in concrete technology. Air-entrained concrete contains small and stable air bubbles that are uniformly distributed throughout the cement paste. Air-entrained concrete is produced through the use of either air-entraining portland cement or air-entraining admixtures. Benefits of entrained air are apparent in both the fresh and hardened concrete. The most important benefit in concrete is the improved freeze-thaw resistance of hardened concrete that is exposed to freezing and to deicing chemicals while critically saturated. In fresh concrete, workability is improved and bleeding is reduced. KW - Air entrained concrete KW - Benefits KW - Bleeding KW - Freeze thaw durability KW - Fresh concrete KW - High performance concrete KW - Portland cement concrete KW - Workability UR - https://trid.trb.org/view/870453 ER - TY - JOUR AN - 01111237 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Dunker, Kenneth F AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC for I-235 Bridge Reconstruction in Iowa PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how a committee from the Iowa Department of Transportation (DOT) and the Iowa FHWA office began exploring the use of high performance concrete (HPC) for bridge projects in the reconstruction of I-235 in 1999. The initial expectations for HPC were reduced permeability, increased durability, strength when needed, and reduced cracking. To achieve these expectations, the committee evaluated concrete mix proportions, materials selection, timing and duration of curing, winter placement practices, and placement size and sequence. The committee also identified specific performance criteria for the substructure components; precast, prestressed concrete beams; deck; and barrier rails. In 2000, the Office of Materials began evaluating the standard Iowa DOT mix designs for cast-in-place concrete and precast, prestressed concrete. The standard mixes were improved by reducing the water-cementitious materials ratio, adding supplementary cementing materials, and improving aggregate gradation, while testing for strength, permeability, and cracking tendency. KW - Bridge decks KW - Bridges KW - Cast in place concrete KW - Durability KW - High performance concrete KW - Iowa KW - Long span bridges KW - Mix design KW - Permeability KW - Prestressed concrete KW - Water cement ratio UR - https://trid.trb.org/view/870501 ER - TY - JOUR AN - 01111233 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Holland, Terence C AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Benefits of Silica Fume in HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how many designers still look at silica fume as though it were a new material. Silica fume is not new any longer—it has been used in concrete since the 1950s in Norway and since the mid 1970s in the United States of America (USA). During its introduction in the USA, silica fume was heavily marketed for durability applications. This was, perhaps, the beginning of the era of high performance concrete (HPC). Today, the use of silica fume is specified by several state transportation agencies while others have yet to try the material. This article provides a brief summary of how this concrete ingredient is used and its contribution to HPC. KW - Benefits KW - Bridge design KW - Concrete structures KW - Durability KW - High performance concrete KW - Norway KW - Silica fume KW - United States UR - https://trid.trb.org/view/870381 ER - TY - JOUR AN - 01111232 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Fleischman, William R AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC on the Ohio Turnpike PY - 2005 IS - Issues 1-38 SP - 2p AB - This paper describes how, in conjunction with the Third Lane Widening program, the Ohio Turnpike Commission is reconstructing the twin, high-level bridges over the Cuyahoga River Valley in Summit County, near Akron, Ohio. The new 18-span structures are each 2,660 ft (811 m) long and approximately 175 ft (53 m) above the Cuyahoga River Valley. The Cuyahoga River Bridges are the longest and highest structures on the Ohio Turnpike’s 241-mile (388-km) long system. The project has a total construction cost of $52 million. The new eastbound structure, constructed on a new alignment, was completed and opened to traffic in October 2001. The old eastbound structure was subsequently demolished. The new westbound structure is currently under construction. All of the substructure units are in place and girder erection is almost complete. When the new westbound structure is complete, the old westbound structure will be demolished. An Ohio Department of Transportation (ODOT) Class C mix with a required compressive strength of 4000 psi (28 MPa) was selected for use on the substructure units. KW - Bridge substructures KW - Bridges KW - Concrete structures KW - High performance concrete KW - Long span bridges KW - Ohio KW - Ohio Turnpike KW - Reconstruction UR - https://trid.trb.org/view/870490 ER - TY - JOUR AN - 01111231 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Alsamman, Basem H AU - Darnall, Mark A AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC for the Sacramento River Bridge PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the California Department of Transportation (Caltrans) is currently building a new four-span high performance concrete (HPC) precast, prestressed, post-tensioned bridge to carry Interstate 5 across the Sacramento River in Northern California. This bridge with a length of 614 ft (187 m), uses spliced Caltrans bulbtee girders with a cast-in-place reinforced concrete deck. It is the first bridge of this type to be built in California. The bridge was designed subject to several stringent constraints that included (1) minimizing the foundation footprint of the bridge in the Sacramento River, (2) reducing substructure influence to the river flow and minimizing channel disruption during construction, and (3) only working within the waterway from May 1 to October 15 of each year with all falsework removed from the river by October 15. Due to these constraints, the minimum acceptable span length was 148 ft (45 m), and the maximum permissible structural depth was 78 in. (1.98 m) to provide the required freeboard. Therefore, Caltrans engineers opted for continuous high performance concrete (HPC) precast, prestressed, posttensioned, spliced bulb-tee girder. KW - Bridge decks KW - Bridge design KW - Bulbtee girders KW - Cast in place concrete KW - Cast in place structures KW - Girder bridges KW - High performance concrete KW - Prestressed concrete KW - Prestressed concrete bridges KW - Sacramento (California) KW - Sacramento River UR - https://trid.trb.org/view/870504 ER - TY - JOUR AN - 01111229 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Obla, Karthik H AU - Halverson, Richard R AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Benefits of Fly Ash in HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how fly ash is a fine material that results from the combustion of pulverized coal in a coal-fired power plant and is captured by electrostatic precipitators. Fly ash in concrete is frequently viewed as just a way to reduce the concrete material costs. However, the use of fly ash can improve concrete properties in many ways. KW - Benefits KW - Coal KW - Concrete KW - Concrete structures KW - Fines (Materials) KW - Fly ash KW - High performance concrete KW - Pulverized fly ash UR - https://trid.trb.org/view/870442 ER - TY - JOUR AN - 01111226 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Wykle, Kenneth R AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Implementation PY - 2005 IS - Issues 1-38 SP - 1p AB - A number of State department of transportations (DOTs) are using high performance concrete HPC to build or rebuild bridges. HPC uses the same basic materials as conventional concrete but the proportions are engineered to meet the demands of each project. State highway agencies are finding that HPC is more durable and stronger than conventional concrete. This allows for faster bridge construction with less materials and labors. A cooperative agreement between Federal Highway Administration and National Concrete Bridge Council has been formed. The objectives of this agreement are: (1) Identify needs related to HPC practices and procedures in relation to bridge design and construction. (2) Develop a new and improved HPC practices and procedures related to concrete construction. (3) Implementation technology transfer, training and outreach activities on new and improved HPC practices and procedures; and develop partnership opportunities and joint efforts between Federal, State, and local governments, academia, and the private sector. KW - Admixtures KW - Bridge construction KW - Bridge design KW - Concrete KW - Concrete structures KW - High performance concrete KW - Implementation KW - Replacement (Bridges) KW - State departments of transportation KW - Technology transfer UR - https://trid.trb.org/view/869661 ER - TY - JOUR AN - 01111223 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Schell, Hannah C AU - Konecny, Jana AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Ontario’s HPC Performance Specification PY - 2005 IS - Issues 1-38 SP - 4p AB - This paper describes how the Ontario Ministry of Transportation’s (MTO) current specification for high performance concrete (HPC) is intended to give contractors greater flexibility with respect to the selection of materials and mix design, while ensuring that the contractor bears the responsibility for the quality of the finished product and will be appropriately compensated for high or low quality concrete. Early work with HPC by the province took a prescriptive approach, to provide assurance that basic requirements could be met and to reduce contractor risk. As experience and confidence was gained, the ministry moved to an end-result based specification. Payment adjustment formulas for quality indicators included strength, permeability, and air-void parameters of the hardened concrete. KW - Air voids KW - Contractors KW - Hardened concrete KW - High performance concrete KW - Materials selection KW - Mix design KW - Ontario (Canada) KW - Permeability UR - https://trid.trb.org/view/870378 ER - TY - JOUR AN - 01111222 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Miller, Richard Alan AU - Federal Highway Administration AU - National Concrete Bridge Council TI - From Three Spans to One with HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how adjacent box girder bridges are frequently used in Ohio and other eastern states. These bridges have a favorable span-to-depth ratio—an important benefit when vertical clearance is a design consideration. Furthermore, with noncomposite sections the bridge can be constructed quickly because there is no need to form, cast, and cure a separate deck. With high performance concrete (HPC) adjacent box girders, savings can also be realized by using longer spans and eliminating piers. The Ohio HPC Showcase bridge is located on U.S. 22, near Cambridge, Ohio. The existing structure was a 70-ft (21.3-m) long steel stringer bridge over a river. The Ohio Department of Transportation (ODOT) decided to widen the channel at this point and to provide sloping sides, rather than the existing vertical sides. The original replacement structure was designed as a three-span bridge using 21-in. (535-mm) deep, simply-supported boxes. KW - Box girder bridges KW - Box girders KW - Bridge design KW - Bridges KW - Concrete bridges KW - Girder bridges KW - High performance concrete KW - Long span bridges KW - Ohio UR - https://trid.trb.org/view/869741 ER - TY - JOUR AN - 01111219 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Caldarone, Michael A AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Benefits of Chemical Admixtures in HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how chemical admixtures have been incorporated into concrete mix proportions for many years in order to attain performance properties. Most high performance concrete (HPC) mixes contain at least one type of chemical admixture. In girder construction, high compressive strength is the property frequently required. For concrete compressive strengths above 5000 psi (34 MPa), chemical admixtures are usually necessary to achieve a cost-effective mix. In bridge decks, low chloride permeability is required. Chemical admixtures are used to facilitate placing and finishing. AASHTO M 194 (ASTM C 494) classifies the most commonly used chemical admixtures as Types A through G, based on the admixture’s effect on lowering water demand or influencing setting time. KW - Admixtures KW - Bridge decks KW - Chemical properties KW - Compressive strength KW - Concrete curing KW - Cost effectiveness KW - Girder bridges KW - Girders KW - High performance concrete UR - https://trid.trb.org/view/870449 ER - TY - JOUR AN - 01111218 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Baroghel-Bouny, Véronique AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Performance Based Durability Specifications PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how worldwide efforts are being made to develop durability design approaches in order to ensure a longer life for reinforced concrete (RC) structures at the lowest cost. With the increasing use of complex concrete mixtures incorporating hydraulic and pozzolanic materials, a performance based approach seems particularly relevant for durability issues. Such an approach has been developed in France within the framework of an AFGC Working Group. It is based on key material properties called durability indicators (DI), on the specification of appropriate performance based criteria, and on the use of predictive models. The purpose of this approach is to design concrete mixtures capable of protecting RC structures against a given degradation, such as reinforcement corrosion or alkali-silica reactivity (ASR), for a target lifetime in given environmental conditions. KW - Admixtures KW - Alkali silica reactions KW - Degradation failures KW - Durability KW - Performance based specifications KW - Reinforced concrete KW - Reinforced concrete bridges KW - Service life KW - Specifications UR - https://trid.trb.org/view/870582 ER - TY - JOUR AN - 01111217 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Bemanian, Sohila AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC for Decks in Nevada PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how, as a result of the state's fast growth rate, the Nevada Department of Transportation (NDOT) is faced with the largest work program in its history. NDOT will spend $1 billion in the next several years constructing and reconstructing major freeways and urban arterial systems. These projects include major bridges such as the Galena Bridge in northern Nevada, which will be the second longest concrete arch structure in the United States. KW - Arch bridges KW - Arterial highways KW - Bridge decks KW - Bridge design KW - Bridges KW - High performance concrete KW - Nevada KW - Road construction KW - Types of bridges by design UR - https://trid.trb.org/view/870579 ER - TY - JOUR AN - 01111216 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Ozyildirim, H Celik AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Lightweight HPC on Route 106 Bridge in Virginia PY - 2005 IS - Issues 1-38 SP - 1p AB - High performance concrete (HPC) bridges in Virginia have shown initial cost savings mainly because of the reduced number of beams per span, use of smaller cross-sections, and the ability to span longer distances. More benefits can be realized by reducing the dead load of the structures. The improved durability of HPC is also expected to lead to more savings over the life of the structure. Thus, the use of lightweight HPC (LWHPC) for the beams and deck for a bridge on Route 106 over the Chickahominy River, east of Richmond, Virginia, was proposed for the FHWA Innovative Bridge Research and Construction Program. The bridge, constructed in 2001, has three spans of 85 ft (25.9 m) and a width of 43.3 ft (13.2 m). The 7.9-in. (200-mm) thick deck is continuous over the two intermediate piers. Each span has five AASHTO Type IV beams spaced at 10 ft (3.05 m) centers. Implementation of the LWHPC beams and deck was accomplished in three phases. In the first phase, a test program focused on fabricating and testing Type II and Type IV beams. In the second phase, the Type IV bridge beams were fabricated and erected. In the third phase, the concrete bridge deck was constructed. A portion of the deck over one of the piers contained synthetic fibers in the concrete for crack control. Condition surveys were performed after the placement of the deck and 2 years later. KW - Beams KW - Bridge decks KW - Condition surveys KW - High performance concrete KW - Lightweight concrete KW - Long span bridges KW - Piers (Supports) KW - Virginia UR - https://trid.trb.org/view/870535 ER - TY - JOUR AN - 01111213 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Eisenbeisz, Hadly G AU - Federal Highway Administration AU - National Concrete Bridge Council TI - South Dakota’s First HPC Bridge PY - 2005 IS - Issues 1-38 AB - This paper describes how the South Dakota Department of Transportation’s first use of high performance concrete (HPC) in an entire superstructure became a reality in the summer of 1999 with the construction of a railroad overpass structure on northbound I-29. This location was chosen mainly because high traffic counts and heavy use of deicing salts provided a true test of the strength and durability of HPC. Also, a twin bridge on the southbound lanes of I-29 was scheduled for construction in the summer of 2000, and would serve for comparison purposes and additional research. The first step in the bridge project was selection of the research team. South Dakota School of Mines and Technology did trial batches and testing to optimize mix designs for the girders and the deck. South Dakota State University instrumented, monitored, and tested the girder and deck concrete during and after construction. KW - Bridge decks KW - Bridge design KW - Girder bridges KW - High performance concrete KW - Mix design KW - Overpasses KW - Railroad bridges KW - South Dakota KW - Superstructures UR - https://trid.trb.org/view/870379 ER - TY - JOUR AN - 01111210 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Detwiler, Rachel J AU - Bhie, Shri AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Guide Specification for Bridges PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how greater emphasis is being placed on constructing public infrastructure, in particular bridges that use the best available technology to ensure that the resulting structures return the greatest benefit to the public at the lowest life-cycle cost. High performance concrete (HPC) has the potential both to provide extended service life and to reduce the number or size of load-carrying members, thereby increasing the return on the taxpayer’s investment in the nation’s infrastructure. The specific meaning of “high performance” depends on the concrete properties under consideration, and may or may not include strength. The Federal Highway Administration has proposed a definition for high performance concrete that enumerates several distinct categories of performance criteria for strength and durability. Based on this, many states have developed their own provisions for use with HPC because no national standard is available. To aid state highway departments and other bridge owners in effectively using high performance concrete, the Portland Cement Association plans to release Guide Specification for High Performance Concrete for Bridges in mid 2004. KW - Benefits KW - Bridge design KW - Bridges KW - Durability KW - High performance concrete KW - Life cycle costing KW - Load carrying capacity KW - Performance based specifications KW - Service life KW - Specifications UR - https://trid.trb.org/view/870534 ER - TY - JOUR AN - 01111204 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Cook, Raymond D AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC on the I-15 Reconstruction Project PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the 17-mile (27-km) long, $1.59 billion I-15 Reconstruction Project in Salt Lake City, Utah, was the nation's largest design-build highway project awarded to a single contractor. The project included the design and construction of 142 bridges with 1783 prestressed concrete girders and more than 445,000 cu yd (340,000 cu m) of structural concrete. The project's scope and fast-track schedule, which involved complete design and construction within 4-1/2 years, required that the Utah Department of Transportation (UDOT) and Wasatch Constructors use a number of innovative engineering solutions including the following: (1) precast, prestressed concrete girders with high strength concrete; (2) spliced post-tensioned concrete girders; (3) cast-in-place (CIP) concrete bridge decks with 5 percent silica fume (SF) for all bridges; (4) precast, prestressed concrete deck form panels topped with CIP SF concrete; and (5) rirder spacings up to 20 ft (6 m) and transversely post-tensioned concrete decks to minimize the number of steel girders precast, prestressed. KW - Bridge construction KW - Bridge decks KW - Cast in place concrete KW - Concrete structures KW - Girder bridges KW - Girders KW - High performance concrete KW - Prestressed concrete KW - Prestressed concrete bridges KW - Reconstruction KW - Road construction UR - https://trid.trb.org/view/870452 ER - TY - JOUR AN - 01111203 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Heald, Wes AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Expectations for HPC Bridges PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Texas Department o f Transportation (TxDOT) is promoting the use of high performance concrete (HPC) through research, construction, and technology transfer. The first two federally funded HPC bridge research projects, which resulted in the construction of the Louetta Road overpass in Houston and the San Angelo U.S. 67 bridge have increased the knowledge of how to use HPC. The authors have modified our statewide specifications to make use of higher strength HPC beams, and they are evaluating specification requirements for improved durability of conventional strength, cast-in-place HPC in current projects. With HPC, the authors anticipate being able to build bridges faster, thus, reducing traffic disruption. KW - Bridges KW - Cast in place concrete KW - Concrete bridges KW - Concrete construction KW - Durability KW - High performance concrete KW - High strength concrete KW - High strength materials KW - Houston (Texas) KW - Overpasses UR - https://trid.trb.org/view/869739 ER - TY - JOUR AN - 01111196 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Stanish, Kyle AU - Hooton, R Doug AU - Thomas, Michael D A AU - Federal Highway Administration AU - National Concrete Bridge Council TI - The Rapid Migration Test for HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper described how chloride-induced corrosion is a major cause of deterioration of reinforced concrete structures. The best method of minimizing the problem is by producing high quality concrete that is capable of resisting the ingress of chlorides. To ensure quality concrete, it is necessary to have a measure of the concrete's ability to resist chloride ingress that can be used as a standard test. The traditional test that has been used for this purpose is AASHTO T 277 (ASTM C 1202), commonly referred to as the Rapid Chloride Permeability Test (RCPT). This test, while providing a rapid indicator of concrete's resistance to fluid penetration, does have a few drawbacks, principally: (1) the current passed is related to all the ions in the pore solution, not just chloride ions; (2) the high voltage leads to temperature increases during the test, which affects the properties of the concrete; and (3) a relatively high variability. To overcome some of these drawbacks, the FHWA sponsored an investigation of various alternative test methods. KW - Chloride content KW - Chloride ingress KW - Concrete structures KW - High performance concrete KW - Quality control KW - Rapid chloride permeability test KW - Reinforced concrete KW - Reinforced concrete bridges UR - https://trid.trb.org/view/870585 ER - TY - JOUR AN - 01111195 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Hall, Gary AU - Federal Highway Administration AU - National Concrete Bridge Council TI - The Concrete Supplier’s Perspective PY - 2005 IS - Issues 1-38 SP - 2p AB - This paper describes how high strength concrete for high-rise buildings, post-tensioned parking structures, and overlays or special repair concrete for existing structures has been produced in Chicago for many years. Most major Chicago area structures are composed of ready-mixed concrete producers that have quality control programs and procedures for production of such concrete. The Wacker Drive Reconstruction Project with its special concrete requirements, however, needed a much greater level of commitment of high quality materials, personnel, and time. KW - Chicago (Illinois) KW - Concrete KW - Concrete construction KW - Concrete structures KW - High performance concrete KW - High strength concrete KW - Quality control KW - Suppliers KW - Wacker Drive (Chicago, Illinois) UR - https://trid.trb.org/view/870496 ER - TY - JOUR AN - 01111193 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Mary, Stephen AU - Miller, Richard A AU - Federal Highway Administration AU - National Concrete Bridge Council TI - County Bridges in Ohio PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how many bridges in the USA are designed and maintained by city and county engineers. These bridges must meet the same strength, serviceability, and durability requirements as state-owned bridges. County engineers, like their state counterparts, have found that high performance concrete (HPC) can be beneficial for both strength and durability. In Ohio, HPC has been used for state-owned bridges for almost a decade. In the early 1990s, Ohio Department of Transportation (ODOT) created an HPC specification for bridge deck concrete. In 1997, ODOT installed their first HPC precast, prestressed concrete bridge as part of the Federal Highway Administration Showcase program. This bridge superstructure consisted of adjacent box girders. Availability of 10,000 psi (69 MPa) compressive strength HPC enabled the span of the Ohio B42-48 section [42 in. deep by 48 in. wide (1.07 m by 1.22 m)] to be extended to 116 ft (35.4 m). KW - Bridge design KW - Bridge maintenance KW - Bridge superstructures KW - Bridges KW - High performance concrete KW - Ohio KW - Prestressed concrete KW - Prestressed concrete bridges KW - State owned UR - https://trid.trb.org/view/870380 ER - TY - JOUR AN - 01111191 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Jaber, Tarif M AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Overlay for Green River Bridge, Utah PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how, it is widely believed that the use of advanced materials such as high performance concrete (HPC) is only feasible near large cities in many states. Many engineers, contractors, and the industry in general believe that the special training, workmanship, and supervision required are only available in populous areas. The Green River Bridge project illustrates that you can successfully place HPC in remote areas, provided that you are willing to handle the materials properly and use weather conditions, such as temperature, to your advantage. Performance results to date show that the choice and methods of application were a success. The Utah Department of Transportation (UDOT) will reap the benefits of HPC for years to come in an extended service life of the bridge and reduced lifecycle costs. KW - Benefits KW - Bridge design KW - Concrete overlays KW - High performance concrete KW - Life cycle costing KW - Service life KW - Temperature KW - Utah KW - Weather conditions UR - https://trid.trb.org/view/870588 ER - TY - JOUR AN - 01111190 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Rabbat, Basile G AU - Federal Highway Administration AU - National Concrete Bridge Council TI - A Strategic Plan for HPC Bridges PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how research performed on high performance concrete (HPC) has led to the construction of a number of HPC bridges in the United States over the last 15 years. In the late 1980s, the Strategic Highway Research Program identified HPC as one of seven key technologies to be considered for further development and implementation. In 1991, ISTEA provided funding through FHWA to assist states in building HPC bridges and to showcase the results. Under TEA-21, the Innovative Bridge Research and Construction Program (IBRC) was instituted to encourage innovation and improve the long-term performance of bridges through the use of HPC and other materials. Bridges are an integral part of our highway system. They are essential for the movement of people and goods and for our nation’s economic growth and prosperity. The most promising materials and construction methods must be selected to extend the life of bridges. KW - Bridge construction KW - Bridge design KW - Bridges KW - High performance concrete KW - Implementation KW - Innovative Bridge Research and Construction Program KW - Service life KW - Strategic planning UR - https://trid.trb.org/view/870388 ER - TY - JOUR AN - 01111187 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Whittemore, Mark D AU - Stamnas, Peter E AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Lessons Learned in New Hampshire PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how New Hampshire (NH) would have been considered an unlikely candidate to become involved in high performance concrete (HPC) ten years ago. NH’s subsequent success in the development and refinement of HPC and performance based specifications evolved through a series of three bridges. NH’s philosophy was to start simple and work towards more complex projects. KW - Bridge design KW - Bridges KW - High performance concrete KW - Lessons learned KW - New Hampshire KW - Performance based specifications KW - Specifications UR - https://trid.trb.org/view/870580 ER - TY - JOUR AN - 01111186 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Kaderbek, Stan L AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC for Wacker Drive Reconstruction PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how Chicago’s Wacker Drive is a two-mile (3.2- km) long, two level roadway that was originally built entirely of reinforced concrete, used by 60,000 vehicles a day, and bracketed the north and west sides of Chicago’s downtown “Loop.” The older east-west section was built in 1926 and the newer north-south section was built in the early to mid 1950s. In late 1998, as the Chicago Department of Transportation’s (CDOT) Bureau of Bridges and transit was beginning final design for the new Wacker Drive Viaduct, the specific characteristics of the materials to be used for the construction came under debate. The proposed replacement superstructure was designed to be a post-tensioned concrete slab resting on discrete concrete columns. There was also a strong consensus that a segmental type design might speed construction. Considering the cost of the replacement structure and the inconvenience that the reconstruction would cause, it was CDOT's desire to build a structure that would last for 100 years. The goal for the high performance concrete (HPC) was a minimum service life of 75 years. KW - Bridge decks KW - Chicago (Illinois) KW - Continuously reinforced concrete pavements KW - High performance concrete KW - High strength concrete KW - Reinforced concrete KW - Reinforced concrete bridges KW - Road construction KW - Service life KW - Viaducts KW - Wacker Drive (Chicago, Illinois) UR - https://trid.trb.org/view/870493 ER - TY - JOUR AN - 01111182 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Khaleghi, Bijan AU - Weigel, Jerry AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Bridge Decks in Washington State PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the need for a superior and durable concrete capable of resisting environmental distress resulted in the development of high performance concrete (HPC) for bridge decks. This paper focuses on the Washington State Department of Transportation (WSDOT) standard practice of using HPC for bridge decks. KW - Bridge decks KW - Bridge design KW - Concrete KW - Durability KW - Fly ash KW - High performance concrete KW - Washington (State) UR - https://trid.trb.org/view/870377 ER - TY - JOUR AN - 01111181 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Triandafilou, Louis N AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Structural Designers' Guide PY - 2005 IS - Issues 1-38 SP - 1p AB - The main objective of this paper is to provide a source of information to structural designers for the design and construction of highway bridges and related structures using HPC. The guide will be updated periodically to keep pace with the latest developments in HPC, particularly those of the American Association of State Highway and Transportation Officials and industry organizations such as the American Concrete Institute, the American Segmental Bridge Institute, the National Concrete Bridge Council, the Portland Cement Association, the Post-Tensioning Institute, and the Precast/Prestressed Concrete Institute. KW - Bridge design KW - Concrete bridges KW - High performance concrete KW - Highway bridges KW - Posttensioning KW - Precast concrete KW - Prestressed concrete KW - Prestressed concrete bridges KW - Structural design UR - https://trid.trb.org/view/870586 ER - TY - JOUR AN - 01111175 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Conway, Fred AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Facilitates I-65 Bridge Replacement PY - 2005 IS - Issues 1-38 SP - 1p AB - A fully loaded fuel tanker, northbound on I-65 through Birmingham, AL, crashed into a bridge pier on January 5, 2002. The bridge did not collapse but the resulting fire that raged for several hours caused the steel bridge to sag. The accident occurred where the northbound and southbound lanes of I-65 cross over each other as part of a braided route-to-route interchange with I-59. The pier hit by the truck supported the southbound lanes of I-65 as they cross over the northbound lanes at a skew of 60 degrees. Since I-65 is the main north-south route through Alabama and carries an estimated 100,000 vehicles per day, a rapid replacement was needed. This paper will discuss repair and replacement of the bridge structure and the decision to use precast high performance concrete to reduce construction time. KW - Bridge piers KW - Bridge substructures KW - Crashes KW - Fires KW - High performance concrete KW - Rapid construction KW - Replacement (Bridges) KW - Steel bridges UR - https://trid.trb.org/view/870385 ER - TY - JOUR AN - 01111172 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Abrahams, Michael J AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC for Cooper River Bridges PY - 2005 IS - Issues 1-38 SP - 2p AB - This paper describes how the Cooper River Bridge project involves the replacement of the adjacent Grace Memorial and Pearman Bridges that cross the Cooper River between Charleston and Mount Pleasant, SC. The new crossing will have an overall length of approximately 3 miles (4.8 km). It includes interchanges on both sides of the river and a main span of 1546 ft (471 m) that will be the longest cablestayed span constructed in North America, when opened to traffic in 2005. The new crossing will provide eight lanes of traffic and a 12-ft (3.7-m) wide sidewalk, replacing the now inadequate five lanes on the existing Grace and Pearman Bridges. The design was challenging due to the need to develop a cost effective concept that accommodated the high seismicity of the Charleston area, exposure to hurricanes, and the potential for ship collision. Charleston is the second busiest port on the East Coast. The project design criteria called for a 100-year service life and required the design-build team to develop an appropriate solution. Although the design criteria indicated minimum concrete cover requirements, the type of reinforcing steel—coated or uncoated—and the type of concrete and mixture proportions were left to the design-build team. The decision to allow the team to develop their own solution for the project's corrosion protection system provided a good opportunity for the engineers, material suppliers, and contractors to work together in determining a cost-effective solution for the 100-year service life—a unique advantage of the design-build process. KW - Admixtures KW - Bridge design KW - Cable stayed bridges KW - Cooper River Bridge (South Carolina) KW - Design build KW - High performance concrete KW - Hurricanes KW - Long span bridges KW - Reinforcing steel KW - Seismicity KW - Service life KW - Water transportation crashes UR - https://trid.trb.org/view/870502 ER - TY - JOUR AN - 01111170 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Royce, Mathew AU - Federal Highway Administration AU - National Concrete Bridge Council TI - New York State—Full-Scale Implementation of HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the New York State Department of Transportation (NYSDOT) implemented the use of high performance concrete (HPC) for bridge beams with the completion of three bridges in 2001. An additional 19 bridges are now in various stages of design or construction. More than half these bridges will be completed by the end of 2002; the remainder will be completed in 2003. Based on the experience with concrete Class HP for bridge decks* and with HPC for precast, prestressed concrete beams, NYSDOT is convinced that the use of HPC in bridge beams is good value based on life-cycle costs. NYSDOT is starting with a few HPC bridges with the plan of using HPC for all prestressed concrete bridge beams within a few years. NYSDOT developed the specification for HPC in bridge beams, in consultation with the Precast Concrete Association of New York. Their main concern was the potential for rejection of beams due to test results slightly outside the specified range. The specification reduced this problem without impacting the quality and performance of the final product by allowing precasters to develop mix designs and to demonstrate in preproduction testing that the required performance criteria are met. KW - Beams KW - Bridge decks KW - Bridge design KW - Cast in place concrete KW - Concrete bridges KW - Full scale KW - High performance concrete KW - Implementation KW - New York (State) UR - https://trid.trb.org/view/870450 ER - TY - JOUR AN - 01111168 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Pappas, James T AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Delaware's HPC Bridges PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Delaware Department of Transportation (DelDOT) first discussed the use of high performance concrete (HPC) with the Federal Highway Administration early in 1996. Based on these discussions, DelDOT initiated trial projects with HPC specifications. Although these were formal HPC specifications, DelDOT had been utilizing ground granulated blast-furnace slag (GGBFS) and other pozzolans in concrete since the late 1980s to take advantage of the improved workability, protection against alkali-silica reactivity, and lower permeability. The first contract incorporating the HPC specifications was for ramp widening at U.S. 202 to I-95 southbound in Wilmington. This structure was bid and constructed in late 1996. To date, DelDOT has constructed five projects with the HPC specifications and two more projects are in the design phase. Constructed bridges include three bridges in Frederica, one bridge in Little Creek, and one bridge in New Castle County. Bridges being designed include one in Milton and Churchman's Road bridge over I-95 in Wilmington. KW - Alkali silica reactions KW - Blast furnaces KW - Bridges KW - Concrete bridges KW - Delaware KW - Granulated slag KW - High performance concrete KW - Permeability KW - Pozzolan KW - Slag UR - https://trid.trb.org/view/870447 ER - TY - JOUR AN - 01111166 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Ozyildirim, H Celik AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Specifying Durable Bridge Decks PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how concrete has performed well in bridge decks over the years. However, with increasing use of deicing salts and changes in concrete constituent materials, many decks are exhibiting distress that requires costly repairs. The distress may be the result of corrosion of reinforcement, freeze-thaw deterioration, alkali-aggregate reactivity, or sulfate attack. In each case, water and solutions penetrating into the concrete initiate the deterioration. Therefore, when exposed to these environments, concretes must have a high resistance to the penetration of water and harmful solutions if the concrete is to achieve longevity. This can be achieved with a low permeability concrete. In addition, for resistance to damage from freezing and thawing, a proper air-void system is needed. KW - Air voids KW - Alkali aggregate reactions KW - Bridge design KW - Concrete KW - Concrete bridges KW - Concrete structures KW - Deicing chemicals KW - Deterioration KW - Freeze thaw durability KW - Replacement (Bridges) KW - Structural deterioration and defects KW - Sulfates UR - https://trid.trb.org/view/869738 ER - TY - JOUR AN - 01111162 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Specification Changes for HPC—Compressive Strength PY - 2005 IS - Issues 1-38 SP - 1p AB - The current AASHTO Standard Specification for concrete made by volumetric batching and continuous mixing (M 241) contains a table that lists the overdesign criteria for concrete compressive strengths. The table was developed before today's high-strength concretes existed. The ACI Building Code Requirements for Structural Concrete (ACI 318-02) and commentary (ACI 318R-02) has recently revised its equivalent requirements to limit the previous values to concrete compressive strengths less than or equal to 5000 psi (34 MPa). KW - Admixtures KW - Compressive strength KW - Concrete mixing KW - Concrete structures KW - High performance concrete KW - Specifications KW - Tables (Data) UR - https://trid.trb.org/view/870500 ER - TY - JOUR AN - 01111155 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Bexten, Karen A AU - Hennessey, Shane AU - LeBlanc, Bill AU - Federal Highway Administration AU - National Concrete Bridge Council TI - The Bow River Bridge – A Precast Record PY - 2005 IS - Issues 1-38 SP - 1p AB - The 774-ft (236-m) long twin structures of the Bow River Bridge, which is currently under construction in Calgary, Canada is using high performance concrete for its precast, prestressed concrete girders. Each structure consists of two 174-ft (53-m) and two 213-ft (65-m) long spans. The precast concrete alternative provided a cost savings of about 10 percent (CAN $9.6 million versus CAN$10.5 million) compared to the steel plate girder option. This bridge marks the first time a one-piece 211-ft (64.25-m) long girder weighing 268,000 lb (122 Mg) has spanned the entire distance between permanent pier supports without recourse to segmental I-girders, intermediate splice joints, and temporary falsework towers. Another source of economy is the relatively wide girder spacing of 11.65 ft (3.55 m). This spacing resulted in fewer girder lines despite the relatively long spans and the uncommonly heavy design live load mandated in Alberta. The heavy equipment hauling demands of the oil refinery industry result in a maximum live load moment that is 1.5 to 2 times that produced by AASHTO HS20 loading. KW - Calgary (Canada) KW - Girder bridges KW - High performance concrete KW - Live loads KW - Long span bridges KW - Precast concrete KW - Prestressed concrete KW - Prestressed concrete bridges KW - Service life KW - Steel plates UR - https://trid.trb.org/view/870448 ER - TY - JOUR AN - 01111153 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Schmidt, Timothy P AU - Federal Highway Administration AU - National Concrete Bridge Council TI - The Owner’s Representative’s Perspective PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Chicago Department of Transportation (CDOT) retained Alfred Benesch & Company to provide construction management services for the Wacker Drive Viaduct Reconstruction Project. Their duty was to oversee the work of the contractors and the resident engineering (RE) consultants retained by CDOT on each of the three contracts used for the project. The RE consultants performed the quality assurance activities. For the high performance concrete (HPC), the general contractor and their concrete supplier performed the specified quality control activities. The HPC used on the project possessed many good properties. The maximum slump of 8 in. (200 mm) after the addition of a high-range water-reducer (HRWR) produced a very workable mix that was easily pumped. A high degree of workability was essential for good consolidation of the concrete in areas of the bridge deck with highly congested reinforcing steel, posttensioning ducts, and post-tensioning anchors. The concrete had little segregation during pumping. We achieved the minimum compressive strengths of 4200 psi (29 MPa) for post-tensioning at about 3 days and 6000 psi (41 MPa) at 28 days with few problems. KW - Bridge decks KW - Bridge design KW - Bridge piers KW - Cast in place concrete KW - Cast in place structures KW - Chicago (Illinois) KW - Construction management KW - Girder bridges KW - Girders KW - High performance concrete KW - Reconstruction KW - Wacker Drive (Chicago, Illinois) UR - https://trid.trb.org/view/870494 ER - TY - JOUR AN - 01111149 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Specification Changes for HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - Four previous issues of this publication have contained descriptions of changes needed in the AASHTO Specifications in order to facilitate the implementation of high performance concrete (HPC). The proposed revisions are based on work performed as part of a pooled-fund project administered by the FHWA. At its June 2003 Annual Meeting, the AASHTO Subcommittee on bridges and Structures approved a number of revisions to the LRFD Bridge Design Specifications and the LRFD Bridge Construction Specifications to facilitate the implementation of high performance concrete. Although some of the changes were initiated because of the use of high strength concrete, the changes will apply to all high performance concrete. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Bridges KW - High performance concrete KW - Implementation KW - Revisions KW - Specifications UR - https://trid.trb.org/view/870503 ER - TY - JOUR AN - 01111148 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Russell, Henry G. AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Compilation of Results from HPC Bridges PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the information from the showcase bridges is being collected by the FHWA and compiled onto a compact disc (CD) for easy retrieval and viewing. An interim version of the CD will soon be issued by the FHWA. On the CD, the information is presented in two formats. The first format consists of the individual compilation for each bridge and includes a description of the bridge and information about the benefits of HPC, costs, structural design features, specified properties for HPC, approved concrete mix proportions, concrete material properties, research data measured during and after construction, sources of data, related research, and special provisions for HPC. The second format consists of ten tables that contain a summary of the primary information from the individual bridge compilations. The tables may be used to compare data from different states and different bridges. The CD also contains a search option that allows information on a specific topic to be quickly located. KW - Bridges KW - CD-ROM KW - Education and training KW - High performance concrete KW - Information systems KW - Information technology KW - Training programs UR - https://trid.trb.org/view/870392 ER - TY - JOUR AN - 01111146 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Pruski, Kevin R AU - Medlock, Ronald D AU - Ralls, Mary Lou AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Prefabrication Minimizes Traffic Disruptions PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the goal of the AASHTO Technology Implementation Group (TIG) is to facilitate rapid acceptance and implementation of high-payoff and innovative technologies. In 2001, the TIG selected prefabricated bridge elements and systems as one area for implementation. Prefabrication provides more control over the construction environment, minimizes work-zone risks, and reduces inconvenience to the public. It also alleviates time pressures during construction by removing concrete strength gain from a project's critical path. Combining prefabrication and high performance concrete (HPC) improves concrete quality as a result of the controlled environment in which the components are constructed. The improved concrete matrix provides a more durable concrete. KW - Bridge construction KW - Bridge members KW - Durability KW - Prefabricated bridges KW - Prefabricated structures KW - Technological innovations KW - Traffic disruption KW - Work zone traffic control KW - Work zones UR - https://trid.trb.org/view/870443 ER - TY - JOUR AN - 01111145 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Peterson, Sherman AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Comes to New Mexico PY - 2005 IS - Issues 1-38 SP - 1p AB - The effects of New Mexico’s initial experience with HPC at Rio Puerco Bridge have been significant and lasting. HPC has since been used on the I-40/I-25 interchange in Albuquerque and more HPC projects are planned. In addition, the success of the HPC precast, prestressed concrete beams has resulted in an increased confidence level with prestressed concrete construction in general, and conventional designs are now produced with design concrete strengths of 7000 psi (48 MPa) compared to 6000 psi (41 MPa) used previously. The material costs for HPC were 20 percent higher than conventional concrete on the Rio Puerco Bridge resulting in an overall increase of about 10 percent in the bridge cost. However, it is anticipated that, as more HPC projects are built, material costs will decrease to those of conventional concrete. In addition, the enhanced workability that can be achieved with HPC has been demonstrated to result in lower labor costs. In short, high performance concrete has proven to be a viable and effective alternative for bridge construction in New Mexico. KW - Bridge construction KW - Bridge design KW - High performance concrete KW - New Mexico KW - Precast concrete KW - Prestressed concrete KW - Prestressed concrete bridges KW - Workability UR - https://trid.trb.org/view/870386 ER - TY - JOUR AN - 01111138 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Khayat, Kamal H AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Self-Consolidating Concrete—A New Class of HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how self-consolidating concrete (SCC) is a new class of high performance concrete based primarily on the properties of the concrete during placement. When properly proportioned and controlled, SCC can flow significant distances and consolidate to normal density without the application of compactive effort. The concrete maintains sufficient resistance to segregation to remain homogeneous during and after placement. The use of SCC can accelerate the filling of formwork, especially when casting densely reinforced elements and sections with restricted access. It reduces labor demand and noise on construction sites and in precasting yards. SCC can result in high-quality, smooth surfaces that are free of honeycombing and signs of bleeding. KW - Bleeding KW - Bridge members KW - Cement replacement KW - Compaction KW - Concrete KW - High performance concrete KW - Honeycomb structures KW - Self compacting concrete UR - https://trid.trb.org/view/870394 ER - TY - JOUR AN - 01111137 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Specification Changes for HPC—Curing Concrete Bridge Decks PY - 2005 IS - Issues 1-38 SP - 1p AB - This will address specification changes that are needed to facilitate the implementation of high performance concrete (HPC). KW - Bridge decks KW - Concrete curing KW - High performance concrete KW - Implementation KW - Specifications UR - https://trid.trb.org/view/870387 ER - TY - JOUR AN - 01111132 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Napier, Claude S AU - Federal Highway Administration AU - National Concrete Bridge Council TI - The Evolution of HPC in Virginia PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the state of Virginia has used a systematic approach to improve its existing and new concrete bridge structures. The key to success has been close cooperation between the bridge, materials, and construction engineers and the researchers, managers, and Federal Highway Administration (FHWA) staff using the best available technology to solve problems and to implement new technologies. The operations personnel of the Virginia Department of Transportation (VDOT) have worked closely with the Virginia Transportation Research Council's (VTRC) concrete and bridge research advisory committees and industrial partners. High performance concrete has been evolving in Virginia over the last fifteen years through extensive laboratory research and field testing with numerous pilot projects to ensure that the performance is acceptable before full-scale implementation. Since 1989, Virginia has made significant changes to its concrete specifications and procedures for high performance concretes including concretes with low permeability, high durability and, when needed, higher early and later-age compressive strengths. The following sections highlight some of the changes that have been made. KW - Bridge design KW - Concrete bridges KW - Concrete structures KW - Evolution KW - High performance concrete KW - Implementation KW - Performance based specifications KW - Specifications KW - Virginia UR - https://trid.trb.org/view/870584 ER - TY - JOUR AN - 01111129 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Seguirant, Stephen J AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Pretensioned Girders for the Methow River Bridge PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Methow River Bridge, which is currently under construction in Okanogan County, Washington, is a replacement bridge for a seven-span, cast-in-place concrete T-beam bridge that has become functionally obsolete. The new bridge consists of two 180.5-ft (55.0-m) long spans using precast, pretensioned, 176.5-ft (53.8-m) long Washington State Department of Transportation (WSDOT) W83G girders at 6.1-ft (1.85-m) centers. The girders are 82.7 in. (2.10 m) deep and weigh 1.11 kips/ft (16.2 kN/m). The cast-in-place deck is 7.9 in. (200 mm) thick. Each span consists of seven girders for a roadway width of 43.3 ft (13.20 m). The bridge is being constructed in two stages. Stage 1, with three girders, is complete and open to traffic. The existing bridge has been demolished and Stage 2 construction is proceeding. The new bridge was subjected to many environmental restrictions, including a 10-month closure on construction in the river for fish protection. The original design used a three-span bridge with WSDOT W74G, 73.5-in. (1.87-m) deep girders. However, this concept placed one of the piers in the middle of the main river channel, which is heavily used for recreation in the summer months. The conversion of the original concept to a two-span structure removed the pier from this channel, reduced the amount of work required in the river, and placed the pier in a location that is dry for much of the year. KW - Bridge piers KW - Bridges KW - Cast in place concrete KW - Cast in place structures KW - Girder bridges KW - Girders KW - High performance concrete KW - I beams KW - Long span bridges KW - Piers (Supports) KW - Precast concrete KW - Washington (State) UR - https://trid.trb.org/view/870491 ER - TY - JOUR AN - 01111128 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Gaidis, James M AU - Rosenberg, Arnold M AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Benefits of Corrosion Inhibitors in HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - Although corrosion inhibitors are considered to be relatively new materials, some inhibitors have been successfully used for over 20 years. This article briefly explains corrosion mechanisms and how corrosion inhibitors are used to extend the life of concrete bridges. KW - Benefits KW - Bridges KW - Concrete bridges KW - Corrosion protection KW - Corrosion resistance KW - Corrosion resistant materials KW - High performance concrete KW - Service life UR - https://trid.trb.org/view/870445 ER - TY - JOUR AN - 01111125 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Finnerty, Paul AU - Stewart, Vicki AU - Meyers, Rodney AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Maryland SHA’s First HPC Structure PY - 2005 IS - Issues 1-38 SP - 1p AB - Mr. Samuel Miller Jr., Deputy Chief Engineer of the Maryland State Highway’s Office of Materials and Technology authorized the formation of a high performance concrete (HPC) committee in September of 1996. The committee membership represented the State Highway’s Bridge and Materials Offices, the Federal Highway Administration, and members of the Maryland Ready Mixed Concrete Association. The committee’s objective was to develop a specification for high performance portland cement concrete to achieve a 75-year service life in Maryland State Highway Administration (MDSHA) bridge decks. KW - Bridge decks KW - Bridge design KW - Concrete structures KW - High performance concrete KW - Maryland KW - Portland cement concrete KW - Service life UR - https://trid.trb.org/view/870393 ER - TY - JOUR AN - 01111122 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Waszczuk, Christopher M AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Crack Free HPC Bridge Deck—New Hampshire’s Experience PY - 2005 IS - Issues 1-38 SP - 3p AB - This paper describes how trial batching and the trial pour played an integral role in optimizing the development and placement of the high performance concrete (HPC) deck. Modifications were made throughout the pre-pour process to refine the mix proportions and eliminate any foreseeable problems. The concrete was placed using standard deck construction techniques and equipment. Over-finishing and bullfloating the surface were strongly discouraged. Proper curing practices were implemented immediately and were considered vital to ensure a good end result. The concrete surface was immediately covered with cotton mats and wet cured for a period of four days. The final product exceeded expectations. No visible cracks in the deck were found during several post construction reviews conducted by research, construction, and design personnel. UNH conducted an extensive “wet study” of the deck surface and concluded only microscopic longitudinal flexural cracks existed in some areas over the girder lines. No shrinkage cracks or transverse cracks were evident. The 28-day concrete strength exceeded the specification requirement. The freeze-thaw durability, chloride ion permeability, and scaling tests also produced excellent results. Based on preliminary evaluations, the concrete deck will be highly resistant to chloride intrusion and freeze-thaw deterioration and should provide superior long-term service with minimal maintenance. KW - Bridge decks KW - Bridges KW - Concrete bridges KW - Concrete curing KW - Cracking KW - High performance concrete KW - Mix design KW - New Hampshire KW - Pouring UR - https://trid.trb.org/view/869740 ER - TY - JOUR AN - 01111115 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Holm, Thomas A AU - Ries, John P AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Benefits of Lightweight HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how there are many advantages to the use of lightweight aggregate in high performance concrete (HPC). This paper highlights the primary design and construction-related benefits. KW - Aggregates KW - Benefits KW - Bridge decks KW - Bridge design KW - High performance concrete KW - Lightweight concrete UR - https://trid.trb.org/view/870391 ER - TY - JOUR AN - 01111113 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Wild, Jim AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC in Vermont PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how Vermont's awareness of high performance concrete (HPC) began in 1997 at an HPC Bridge Showcase meeting held in New Hampshire. After the meeting, Vermont's Agency of Transportation (VTrans) began plans to incorporate higher performing concrete into its bridges. A bridge that had already been bid was selected for a trial in 1997. The lessons learned were then incorporated into our first specifically bid HPC project that was built in the 1999-2000 construction season. High performance concrete is still relatively new to VTrans, so long-term data on field performance is not yet available. If HPC performs as well as the laboratory testing indicates, VTrans will have longer lasting bridges with less maintenance for future generations. KW - Bridge decks KW - Bridge design KW - Bridges KW - Field tests KW - High performance concrete KW - Laboratory tests KW - Lessons learned KW - Vermont UR - https://trid.trb.org/view/870583 ER - TY - JOUR AN - 01111112 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Chase, Steven B AU - Federal Highway Administration AU - National Concrete Bridge Council TI - The Bridge of the Future PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper will discuss the significant progress that has been made over the last decade in researching, developing, and deploying high performance concrete (HPC). This progress has been aided by the Federal Highway Administration’s (FHWA’s) promotion and demonstration of HPC in projects across the country. However, there is a need to reduce the number of substandard bridges and to anticipate future demands of the highway system. The vision is to get out in front of the bridge deterioration curve and stay there. The objective of this research initiative is to develop innovative bridge systems to meet the following performance objectives: (1) 100-year service life with minimal maintenance; (2) A fraction of the current construction time; (3) Easily widened or adaptable to new demands; (4) Life-cycle costs, inclusive of user costs, at a fraction of current bridges; (5) Immunity to flooding, earthquakes, fire, wind, fracture, corrosion, overloads, and vessel collision; (6) Entire bridge from foundations to parapet designed and constructed as a system; (7) • Lateral clearance greatly increased with longer spans; (8) Vertical clearance increased with shallower structures; (9) Constructibility to be as important as durability; and (10) Design for easy inspection and maintenance. It is recognized that these objectives will stretch creative and technological capabilities the paper plans to build upon a decade of research in high performance materials and to pursue the development of structural systems that will meet these performance objectives. KW - Bridge design KW - Bridge inspection KW - Bridge maintenance KW - Bridges KW - Constructability KW - High performance concrete KW - Life cycle costing KW - Long span bridges KW - Service life UR - https://trid.trb.org/view/870384 ER - TY - JOUR AN - 01111109 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Taylor, Peter C AU - Bhide, Shri AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Guide Specification for HPC Bridge Elements PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how, in order to assist specifiers in selecting important criteria for HPC in bridges, the Portland Cement Association, in conjunction with the concrete industry, has developed a Guide Specification for High Performance Concrete for Bridge Elements. This document provides mandatory language that the specifier can cut and paste into project specifications. It also includes guidance on the characteristics to be specified in a given case and the performance limits needed to ensure satisfactory performance for a given element or environment. In cases where two performance criteria are in conflict, the commentary advises the user how to balance these conflicting requirements. Using the guide, specifiers should be able to select all criteria necessary for their structures, and then, using the commentary apply appropriate performance limits for each element. Specifiers are often tempted to select the highest grade for every parameter with the intention of achieving "high performance concrete." This practice is undesirable and, in some cases, produces mutually incompatible requirements and can lead to unnecessarily excessive costs. For instance, low permeability is normally achieved by using a high cementitious materials content and low water-cementitious materials ratio. This, however, will increase the modulus of elasticity and heat of hydration and thus increase the risk of thermally induced cracking. It is, therefore, not advisable to specify extremely low permeability for concrete in a massive element that is not exposed to an aggressive environment. KW - Bridge members KW - Bridges KW - Concrete bridges KW - Concrete structures KW - High performance concrete KW - Posttensioning KW - Precast concrete KW - Prestressed concrete KW - Prestressed concrete bridges KW - Specifications UR - https://trid.trb.org/view/870587 ER - TY - JOUR AN - 01111106 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Whittemore, Mark D AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Repeat Success in New Hampshire PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the success of New Hampshire’s first high performance concrete (HPC) bridge—Route 104 in Bristol—made the decision to proceed with the next HPC bridge an easy choice. Actually, during New Hampshire’s early involvement in HPC, it was planned to make the second project serve as an experimental control to the Route 104 HPC bridge. However, soon after completion of the Route 104 bridge, the New Hampshire Department of Transportation (NHDOT) determined it would be better to look forward, rather than revert back to the conventional deck and girder concrete construction. The goal, therefore, was to build on the results of the Route 104 bridge, making adjustments where problems had occurred, and solidifying where successes had been achieved. The second HPC bridge, also located in Bristol, carries NH Route 3A over the Newfound River and is about one mile from the Route 104 bridge. The new bridge is a 60-ft (18.3-m) long simple span structure that is 30 ft (9.1 m) from curb to curb with one 5-ft (1.52-m) wide sidewalk. The superstructure consists of 3-1/2-in. (90-mm) thick precast concrete deck panels with a 5-1/2-in. (140-mm) thick cast-in-place (CIP) concrete deck, and four precast, prestressed concrete New England bulb-tee (NEBT) 1000 HPC girders. KW - Bridge design KW - Bridge superstructures KW - Bridges KW - Girder bridges KW - High performance concrete KW - Long span bridges KW - New Hampshire KW - Prestressed concrete KW - Prestressed concrete bridges UR - https://trid.trb.org/view/870390 ER - TY - JOUR AN - 01111105 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Liles, Paul V AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC in Georgia PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how, while attending a national conference on high performance concrete (HPC) in Houston, Texas, in 1996, the Georgia Department of Transportation (GDOT) determined that this new material would have significant applications in Georgia to provide longer spans for prestressed concrete beams for highway bridges. An added benefit would be the use of more efficient beam spacings and the possible use of shallower beams for a given span length. With this in mind, a research program was initiated at the Georgia Institute of Technology in 1997. This research project studied HPC mix designs using Georgia’s granite and granite gneiss crushed stone aggregates and determined that HPC mix designs could be developed using local aggregates. Strengths in the 10,000 to 14,000 psi (70 to 100 MPa) range were easily obtained. In addition, these mixes could be produced without difficulty by local precasting plants. Representative samples of prestressed concrete beams were built and tested. Results showed that the current AASHTO specifications conservatively predicted the transfer and development lengths of 0.6-in. (15.2-mm) diameter prestressing strands. KW - Beams KW - Georgia KW - Granite KW - High performance concrete KW - Highway bridges KW - Long span bridges KW - Mix design KW - Prestressed concrete KW - Prestressed concrete bridges UR - https://trid.trb.org/view/870497 ER - TY - JOUR AN - 01110978 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Schultz, Harold AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Ohio HPC Bridge Decks with Warranty PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how, as a result of premature failure of some asphalt concrete on a major interstate highway around Columbus, OH, the state legislature required the Ohio Department of Transportation (ODOT) to produce warranty specifications for various items of work. In October 1999, a specification was produced requiring contractors to warrant new bridge decks constructed with high performance concrete (HPC). KW - Asphalt concrete KW - Asphalt concrete pavements KW - Bridge decks KW - Contractors KW - Failure KW - High performance concrete KW - Ohio KW - Specifications KW - Warranty UR - https://trid.trb.org/view/870484 ER - TY - JOUR AN - 01110976 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Rodriguez, Sergio AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Concrete Specification Requirements for Alabama's HPC Bridge PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper will discuss the Alabama Department of Transportation's first high performance concrete (HPC) bridge and the parameters that have been set for the mix design of HPC in bridge projects. KW - Admixtures KW - Alabama KW - Bridge design KW - Concrete KW - Concrete structures KW - High performance concrete KW - Mix design KW - Specifications UR - https://trid.trb.org/view/870253 ER - TY - JOUR AN - 01110974 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Drda, Thomas S AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Great Bend Bridge over the Susquehanna River PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Pennsylvania Department of Transportation (PENNDOT) has been involved with high performance concrete (HPC) for several years. A performance based specification has been developed and several bridge decks have been constructed. Contractors, material suppliers, producers, and Penn State University have all been active participants in the development of a performance based specification. This approach developed strong support in our contracting community. The Great Bend Bridge on Route 11 over the Susquehanna River is one example of a successful application. The Great Bend Bridge is a 537-ft (164-m) long, prestressed concrete I-beam bridge with two spans of 129.3 ft (39.3 m) and two of 139.4 ft (42.5 m). Each span consists of five AASHTO Type V beams spaced at 11.2 ft (3.40 m) with an 8-1/4 in. (210-mm) thick HPC deck. The superstructure was made continuous for live load by the placement of continuity diaphragms at the supports. The typical bridge width is 53 ft (16.2 m) with two travel lanes, two shoulders, and a raised sidewalk. KW - Bridge decks KW - Bridge superstructures KW - Bridges KW - Diaphragm walls KW - High performance concrete KW - Pennsylvania KW - Performance based specifications KW - Susquehanna River UR - https://trid.trb.org/view/870532 ER - TY - JOUR AN - 01110969 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Gross, Shawn P AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Camber of High Strength Concrete Bridge Girders PY - 2005 IS - Issues 1-38 SP - 2p AB - This paper describes how camber is an important serviceability consideration for the design of precast, prestressed concrete bridge girders. In simple terms, net camber is the difference between an upward component due to prestress and several downward components caused by loads. Both material properties and structural parameters influence girder camber. Consequently, camber behavior of high strength concrete (HSC) girders can be significantly different than for conventional strength concrete girders. The higher modulus of elasticity and lower specific creep of HSC tend to reduce the elastic and time-dependent components of upward camber or downward deflection. Prestress losses are also affected by differences in these material properties. In general, losses are lower per unit prestress, which results in slightly greater camber for HSC girders. KW - Curvature KW - Elastic analysis KW - Girder bridges KW - Girders KW - High strength concrete KW - Prestress losses KW - Prestressed concrete KW - Prestressed concrete bridges KW - Time dependence UR - https://trid.trb.org/view/870248 ER - TY - JOUR AN - 01110968 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Ralls, Mary Lou AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Louetta Road Overpass—Lessons Learned PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Louetta Road Overpass near Houston, Texas, is one of the first projects in the Federal Highway Administration (FHWA) national high performance concrete (HPC) bridge implementation program. The overpass, which consists of two parallel bridges, utilizes precast, prestressed and cast-in-place HPC in both the superstructure and substructure. This paper describes this overpass and discusses how the use of high strength concrete allows for longer span bridges. KW - Bridges KW - High performance concrete KW - High strength concrete KW - Houston (Texas) KW - Long span bridges KW - Overpasses KW - Precast concrete KW - Prestressed concrete KW - Prestressed concrete bridges UR - https://trid.trb.org/view/869716 ER - TY - JOUR AN - 01110967 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Vanikar, Suneel N AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Implementation of a Strategic Plan for HPC Bridges PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the high performance concrete (HPC) Lead States Team published a Transition Plan that listed several goals in 2000. One of the main goals was to “develop a long-term strategic plan for HPC bridges in partnership with government, industry, and academia.” Under the leadership of the National Concrete Bridge Council (NCBC), a focus group of federal and state bridge engineers, professors, and industry representatives met to identify critical issues in the design and construction of long life bridges to help solve the deficient bridge problem in the United States. Discussions at the focus group meeting provided the foundation for a strategic plan prepared by NCBC. The strategic plan focuses on the public’s expectations for the present and future. KW - Bridge engineering KW - Bridges KW - Concrete bridges KW - High performance concrete KW - Implementation KW - Service life KW - Strategic planning UR - https://trid.trb.org/view/870438 ER - TY - JOUR AN - 01110966 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Bontius, Ken AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Large-Scale Use of HPC for Bridges at Toronto Airport PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how, as part of the redevelopment of Toronto’s International Airport, Canada, a multi-level road system providing access to three levels of a new terminal building was required. The elevated road structure was arranged as a double-deck bridge with the upper decks partially staggered from the lower deck and forming part of the roof system for the terminal space below. Over 40,000 cu yd (30,000 cu m) of high performance concrete (HPC) was specified for these cast-in-place post-tensioned concrete bridges to address the owner’s request for a 50-year maintenance-free service life. The selection of HPC and development of the specifications were based upon the designer’s successful experience with large scale precast HPC projects and trial programs of the Ontario Ministry of Transportation. On this fast track project with such a large concrete volume cast in only 10 individual placements, a thorough application of all the lessons learned from HPC projects was required. KW - Cast in place concrete KW - Concrete bridges KW - Elevated structures KW - Fast track concrete KW - Fast track projects KW - High performance concrete KW - Highway bridges KW - Multi-level highways KW - Redevelopment KW - Toronto (Canada) KW - Toronto Pearson International Airport UR - https://trid.trb.org/view/870531 ER - TY - JOUR AN - 01110965 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Weigel, Jerry AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Evolution of HPC in Washington State PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Washington State Department of Transportation (WSDOT) has been very active in the development of high performance concrete (HPC). WSDOT, as a member of the AASHTO/SHRP Lead States Team, conducted a demonstration project in 1996 through 1998 on the use of HPC to design and construct the three-span bridge carrying State Route 18 over State Route 516. A showcase on this project was conducted in 1997 to illustrate the use of HPC and to create a mechanism to share the experience with interested parties. KW - Bridge decks KW - Bridge design KW - Bridges KW - Demonstration projects KW - Evolution KW - High performance concrete KW - Long span bridges KW - Washington (State) UR - https://trid.trb.org/view/870577 ER - TY - JOUR AN - 01110964 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Myers, John J AU - Carrasquillo, Ramon L AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Effect of Curing Temperatures on Compressive Strength Development PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how temperature development during concrete hydration and curing conditions dramatically impact both mechanical and material properties of high strength/high performance concretes. During the fabrication of precast, prestressed beams for two HPC bridges in Texas, the temperature development during hydration was monitored to investigate the effect of concrete temperature and curing conditions on concrete compressive strength.* A commercially available match-curing system was utilized during the production of the precast, prestressed beams to more closely investigate the concrete properties within the members and to evaluate the use of match-curing technology as a quality control (QC) tool in the precast industry. KW - Bridges KW - Compressive strength KW - Concrete curing KW - Curing agents KW - High performance concrete KW - Quality control KW - Temperature KW - Texas UR - https://trid.trb.org/view/869719 ER - TY - JOUR AN - 01110963 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Triandafilou, Louis N AU - Federal Highway Administration AU - National Concrete Bridge Council TI - PCEF Focuses on HPC Prestressed Bridge Members PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Mid-Atlantic States Prestressed Concrete Committee for Economic Fabrication (PCEF) has been meeting twice a year to carry out its mission since the fall of 1997: “To encourage and promote economy, quality, and uniformity in the design, manufacture, and construction of high performance, prestressed concrete bridge members.” The reference to high performance concrete (HPC) in the mission statement emphasizes the direction that the FHWA, state departments of transportation (DOTs), and industry are taking to ensure improved durability, permeability, and strength in concrete bridges. The PCEF consists of FHWA bridge engineers, industry representatives, and DOT bridge designers and materials engineers from Delaware, the District of Columbia, Maryland, Pennsylvania, Virginia, and West Virginia. Recent meetings have also included representatives from the DOTs in New Jersey, New York, and North Carolina, and the FHWA Eastern Federal Lands Highway Division. The precast, prestressed concrete suppliers that provide bridge members to these states are an integral part of the group. The PCEF is structured with subcommittees on standardization, design parameters, materials and quality control/quality assurance, construction/production, and contracting practices. In summary, the Mid-Atlantic States PCEF is a dedicated group of professionals working hard toward the ultimate goal of enhancing the economy of prestressed concrete bridges through standardization and uniformity of design and fabrication practices. The group is an excellent example of the FHWA, state and local DOTs, and industry working together to adopt quality and economical measures through a consensus process. Positive effects have been achieved by tying the group’s mission to the national emphasis on HPC. At each PCEF meeting, the states identify more and more activities in the implementation of HPC. KW - Bridge design KW - Bridge members KW - Concrete bridges KW - Durability KW - High performance concrete KW - Prestressed concrete KW - Prestressed concrete bridges KW - Quality control KW - State departments of transportation UR - https://trid.trb.org/view/870370 ER - TY - JOUR AN - 01110962 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Specification Changes for HPC—Classes of Concrete and Cementitious Materials PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the AASHTO Standard Specifications for Highway Bridges – Division II, AASHTO LRFD Bridge Design Specifications, and the AASHTO LRFD Bridge Construction Specifications include a table that defines classes of concrete for use in highway structures. The table, which is similar in all three documents, has prescriptive requirements for minimum cement content, maximum water-cement ratio, air content range, size of coarse aggregate, and specified compressive strength. For many high performance concrete (HPC) applications, performance based specifications are more applicable. KW - Air content KW - Cementitious materials KW - Coarse aggregates KW - Compressive strength KW - High performance concrete KW - Performance based specifications KW - Revisions KW - Specifications KW - Water cement ratio UR - https://trid.trb.org/view/870481 ER - TY - JOUR AN - 01110961 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Koch, Tom AU - Federal Highway Administration AU - National Concrete Bridge Council TI - NCDOT’S Experience with HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the first application of high performance concrete (HPC) by the North Carolina Department of Transportation (NCDOT) was on dual bridges on U.S. 401 over the Neuse River just north of Raleigh, NC. The project consists of two 4-span structures with precast, prestressed concrete girders made continuous for live load with a cast-in-place concrete deck. Each structure consists of two, 92-ft (28.0- m) long spans of AASHTO Type IV girders and two, 57-ft (17.5-m) long spans of AASHTO Type III girders. Use of 10,000 psi (69 MPa) HPC in the girders and 6000 psi (41 MPa) HPC in the deck allowed the designer to reduce the number of girder lines from six to five. Both northbound and southbound structures used HPC. The southbound structure was instrumented by NC State University (NCSU) researchers. Once the project had been chosen, a team of NCSU researchers and NCDOT personnel met to establish target performance criteria for the HPC. It was agreed that the material characteristics of strength, modulus of elasticity, shrinkage, creep, and chloride permeability were the most important and the team established target values for these characteristics. KW - Bridge decks KW - Bridge design KW - Bridges KW - Cast in place concrete KW - Girder bridges KW - Girders KW - High performance concrete KW - Long span bridges KW - North Carolina KW - Precast concrete KW - Prestressed concrete bridges UR - https://trid.trb.org/view/870439 ER - TY - JOUR AN - 01110960 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Leonard, Mark A AU - Federal Highway Administration AU - National Concrete Bridge Council TI - I-25 over Yale Avenue—the Thin Solution PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the replacement bridge for Interstate 25 over Yale Avenue in Denver, Colorado, is an excellent example of using high performance concrete (HPC) to meet the demands of urban bridge replacement. In growing urban centers, designers need to replace deteriorating bridges without changing existing vertical alignments, while providing for wider roadway sections on and beneath the bridges. This calls for longer spans at reduced superstructure depths, and bridges that can be built quickly with little disturbance to traffic. The new bridge replaced a four-span, cast-in-place T-girder bridge that was structurally deficient, largely due to deck deterioration. This necessitated traffic closures when portions of the deck fell to the roadway below. The Colorado Department of Transportation (CDOT) needed to build the new bridge without lane closures or grade changes to either I-25 or Yale Avenue because of the high traffic volumes and the restrictive urban setting. CDOT also wanted to improve the vertical clearance over Yale by 18 in. (460 mm). This resulted in a span for the new bridge of 112 ft (34m) with a superstructure depth of only 3 ft (0.9 m). KW - Bridge design KW - Bridge maintenance KW - Bridge superstructures KW - Bridges KW - Cast in place concrete KW - Girder bridges KW - High performance concrete KW - Long span bridges KW - Replacement (Bridges) KW - T girders UR - https://trid.trb.org/view/869722 ER - TY - JOUR AN - 01110958 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Triandafilou, Louis N AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Accomplishments Under TEA-21—What’s Next? PY - 2005 IS - Issues 1-38 SP - 2p AB - Many papers in previous issues of this publication have described projects that have been designed and constructed as a result of legislation responsible for implementing longer lasting, cost-effective bridges nationwide. Industry and FHWA have also outlined their strategic plans and visions for concrete bridges through the use of high performance concrete (HPC). The author will now pull together these various elements that have been accomplished directly and indirectly as a result of the 1998 Transportation Equity Act for the 21st Century (TEA-21). TEA-21’s Innovative Bridge Research and Construction (IBRC) Program has been highly successful in supporting FHWA’s strategic goals for enhancing safety, increasing productivity, and promoting mobility (congestion mitigation). Currently, IBRC is in the last year of a six-year program. IBRC funds have been used by almost all State Departments of Transportation (DOTs) and several Federal and local agencies to extend the service life of their structures cost-effectively by incorporating high performance materials. More than half the States have funded HPC projects in a myriad of applications. KW - Bridges KW - Concrete structures KW - Cost effectiveness KW - High performance concrete KW - Innovative Bridge Research and Construction Program KW - Service life KW - Transportation Equity Act for the 21st Century UR - https://trid.trb.org/view/870488 ER - TY - JOUR AN - 01110957 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Crawford, Gary AU - Wathne, Leif AU - Federal Highway Administration AU - National Concrete Bridge Council TI - The Air Void Analyzer PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how, for over 50 years, researchers have known that concrete is susceptible to freeze-thaw deterioration unless a system of air bubbles is present in the concrete to protect it. The size and spacing of these air bubbles or voids are important. If the air voids are too large or too far apart, water cannot reach an air void to relieve expansive pressure as the water freezes. As the concrete continues to cycle through freezing and thawing, micro-cracking occurs and eventually the concrete sustains significant damage. The most common methods used to measure air content in fresh concrete today are the pressure and volumetric methods. Both methods measure the volume of air only and not the size or spacing between the voids known as the spacing factor. Nevertheless, these methods have worked well in the past, since the volume of air has been a successful surrogate measure of the spacing factor, and indirectly the concrete freeze-thaw durability. But, the ingredients and processes used to make concrete have changed over the years, and the traditional relationship between volume of air, air-void system, and freeze thaw durability may no longer be valid. Consequently, methods are needed to measure size and spacing of the air-voids in the fresh concrete. The Air Void Analyzer (AVA) was developed in Europe during the 1980s to meet this need. KW - Air void analyzers KW - Air voids KW - Concrete KW - Concrete structures KW - Durability KW - Europe KW - Freeze thaw durability KW - Fresh concrete KW - Microcracking UR - https://trid.trb.org/view/870575 ER - TY - JOUR AN - 01110956 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Pruski, Kevin R AU - Cox, William R AU - Ralls, Mary Lou AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Evolution of HPC Specifications in Texas PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Texas Department of Transportation (TxDOT) specifications for high performance concrete (HPC) have evolved through TxDOT’s experience. The first two HPC projects in Texas in the 1990s were guided by researchers at the University of Texas, Austin, in conjunction with demonstration projects sponsored by the Federal Highway Administration (FHWA). Although these two projects focused on high-strength HPC, the cast-in-place concrete deck on one of the two adjacent bridges in each project was constructed with normal strength HPC. Concrete strengths of 9000 psi (62 MPa) and higher with good durability characteristics are readily achieved in pretensioned concrete beams in Texas. Now, the priority in Texas is to improve the durability of normal strength cast-in-place concrete. Therefore, subsequent HPC bridge projects have focused on normal strength cast-in-place HPC. This paper discusses activities that address this priority. KW - Cast in place concrete KW - Concrete beams KW - Durability KW - High performance concrete KW - High strength concrete KW - Normal strength concrete KW - Pretensioning KW - Specifications KW - Texas UR - https://trid.trb.org/view/870529 ER - TY - JOUR AN - 01110955 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Rabbat, Basile G AU - Vanikar, Suneel N AU - Federal Highway Administration AU - National Concrete Bridge Council TI - What is HPC for Bridges? PY - 2005 IS - Issues 1-38 SP - 1p AB - High Performance Concrete (HPC) is clearly a great improvement on previous forms high quality concrete and it is made possible by the use of modern admixtures and supplementary cementitious materials. In almost all forms of construction, HPC offers a superior solution that should have lower service-life costs than conventional concrete. The ingrained traditional first cost approach to construction and lack of reliable and accurate models for predicting life-cycle costs may make it difficult to obtain widespread or rapid acceptance of this material. Ultimately, however, the superior qualities of HPC will result in its increased acceptance on the basis of life-cycle costs. In some instances, initial economies will result even though the material itself may be more expensive. In such applications, HPC offers a clear advantage. KW - Admixtures KW - Bridges KW - Cement KW - Concrete KW - High performance concrete KW - Life cycle analysis KW - Life cycle costing KW - Service life UR - https://trid.trb.org/view/869715 ER - TY - JOUR AN - 01110954 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Abernathy, Craig AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC in Montana PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Montana Department of Transportation (MDT) initiated a research project on Secondary Road No. 243 near the town of Saco in northeast Montana in the summer of 2002. This research opportunity was afforded by the construction of three bridges with the same geometry on the same route within 1/4 mile (400 m) of each other. The variability in conditions between test sites typically encountered in large scale field investigations was minimized in this situation. Notably, the bridges would have a common quality of construction and would experience the same vehicular and environmental conditions. This situation offered the opportunity to evaluate the relative performance of three different bridge decks. Each bridge consists of three spans with a total length of 146 ft (44.5 m) and a width of 27.6 ft (8.4 m). The superstructure consists of four lines of AASHTO Type I precast, prestressed concrete beams spaced at 7.9 ft (2.4 m) centers with a cast-in-place reinforced concrete deck approximately 8 in. (200 mm) thick. Epoxy-coated reinforcement is used in the deck. The bridge decks were cast in the second quarter of 2003. The objective of the project was to investigate the performance of three types of concrete bridge decks. KW - Bridge decks KW - Bridge design KW - Cast in place concrete KW - Cast in place structures KW - Concrete KW - Epoxy coatings KW - High performance concrete KW - Long span bridges KW - Montana KW - Reinforced concrete UR - https://trid.trb.org/view/870576 ER - TY - JOUR AN - 01110952 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Holloran, Mark AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Tennessee’s HPC Bridge Projects PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how bridges in Tennessee are most often constructed with precast, prestressed concrete beams and cast-in-place reinforced concrete decks. The majority of these bridges are jointless with integral abutments. The dominance of this type of construction can be attributed to both lower initial costs and lower long-term maintenance costs compared to other bridge systems. With improved durability and strength characteristics, high performance concrete (HPC) can provide initial and long-term benefits with a reduced number of beams or piers, shallower superstructures, and superior resistance to chloride ion penetration. KW - Bridge abutments KW - Bridge decks KW - Bridge superstructures KW - Bridges KW - Cast in place concrete KW - Durability KW - High performance concrete KW - Precast concrete KW - Prestressed concrete KW - Prestressed concrete bridges KW - Tennessee UR - https://trid.trb.org/view/870289 ER - TY - JOUR AN - 01110950 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Alampalli, Sreenivas AU - Owens, Frank T AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Improved Performance of New York State Bridge Decks PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the results of this study indicated that performance of deck material has improved since the introduction of Class high performance (HP) concrete for New York State bridge decks. “Performance” is measured in terms of increased crack resistance without compromise in workability, construction practices, or cost. It was reported, through visual inspection, that Class HP bridge decks cracked with less frequency, and exhibited narrower and shorter cracks than their non “high performance” counterparts. It was also observed that most cracks occurred within two weeks of the deck pour and were not influenced by staged lane construction. KW - Bridge decks KW - Concrete construction KW - Concrete structures KW - Construction management KW - Fracture resistance KW - High performance concrete KW - New York (State) KW - Performance based specifications KW - Pouring KW - Workability UR - https://trid.trb.org/view/870244 ER - TY - JOUR AN - 01110949 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Chojnacki, Tim AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Missouri’s HPC Bridge Experience PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how two companion bridges on Missouri Route 21 over Route M in Jefferson County were opened to traffic in the fall of 1998. The northbound bridge was constructed using prestressed concrete I-girders made of high performance concrete (HPC) with a design strength of 10,000 psi (69 MPa) and a release strength of 5500 psi (38 MPa). The southbound bridge was constructed using prestressed concrete I-girders made of conventional concrete with a design strength of 5000 psi (34 MPa) and a release strength of 4000 psi (28 MPa). The conventional bridge required six lines of Missouri Department of Transportation (MoDOT) Type 6 girders for a total of 24 girders, while the HPC required only five lines of the MoDOT Type 6 girders for a total of 20 girders. KW - Bridge design KW - Girder bridges KW - Girders KW - High performance concrete KW - Missouri KW - Prestressed concrete KW - Prestressed concrete bridges UR - https://trid.trb.org/view/870373 ER - TY - JOUR AN - 01110948 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Hooks, John M AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Bridges for the 21st Century PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how bridge engineers across the country are working with new, innovative uses for high performance concrete (HPC). Whether it is durable bridge decks, optimized girder cross sections, or creative admixtures for overlays, HPC is increasingly the material of choice for bridge construction, renovation, and repair. In an effort to encourage innovative uses of HPC in bridges, the Federal Highway Administration (FHWA) has an incentive for State, County, and local bridge owners to use HPC—and other high performance material technology— as they build and maintain bridges and other highway structures. KW - Bridge construction KW - Bridge decks KW - Bridge engineering KW - Bridges KW - Concrete bridges KW - Girder bridges KW - High performance concrete KW - Renovation UR - https://trid.trb.org/view/869750 ER - TY - JOUR AN - 01110947 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Theobald, Dan AU - Federal Highway Administration AU - National Concrete Bridge Council TI - A Fabricator’s Opportunity PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how several lessons were learned from the year-long research in preparation for the Charenton Canal project. Scanning thermometers to monitor internal concrete temperatures and a reliable cylinder match-cure system are a must. Converting to neoprene caps and 4x8-in. (102x203- mm) cylinder specimens from traditional sulphur caps and 6x12-in. (152x305-mm) cylinders was a necessity. Providing additional moisture control devices at the batch plant proved extremely valuable. And of course, executing a very thorough quality control plan was essential for our successful completion of the Charenton Canal project. In production, our release strengths ranged from 7620 to 9850 psi (52.5 to 67.9 MPa) and our 56-day strengths from 10,500 to 12,020 psi (72.4 to 82.9 MPa). KW - Concrete curing KW - Cylinder heads KW - Fabrication KW - Louisiana KW - Moisture content KW - Neoprene KW - Quality control KW - Temperature KW - Thermometers UR - https://trid.trb.org/view/870247 ER - TY - JOUR AN - 01110946 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Zaki, Adel R AU - Breault, Bernard AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Deck Panels for Jacques Cartier Bridge PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the reconstruction of the Jacques Cartier Bridge in Montreal, Canada, involved more than 645,800 sq ft (60,000 sq m) of bridge deck and made extensive use of precast, prestressed, high performance concrete (HPC) deck panels. This case study demonstrates a good example of the benefits of using a precast deck replacement method to rapidly reconstruct a highly durable deck while maintaining normal rush hour traffic. The 1.7-mile (2.7-km) long bridge with five traffic lanes carries more than 43 million vehicles every year, making it one of the busiest bridges in North America when considering traffic density per lane. After more than 70 years of operation, the concrete deck slab, support beams, and many other bridge deck components had suffered severe damage and had thus reached their useful service life. In-depth investigations confirmed that major reconstruction of the deck was required. The new bridge deck is made of precast HPC panels, which form a modular multistem integral deck system that, after being installed on the bridge, is transversely and longitudinally post-tensioned to provide high durability. Specified concrete compressive strength was 8700 psi (60 MPa) at 28 days. KW - Bridge decks KW - Bridge design KW - Compressive strength KW - High performance concrete KW - Jacques Cartier Bridge (Montreal, Canada) KW - Precast concrete KW - Prestressed concrete KW - Reconstruction KW - Service life UR - https://trid.trb.org/view/870574 ER - TY - JOUR AN - 01110945 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Marx, Elmer E AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC in Alaska PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Alaska Department of Transportation & Public Facilities has been building adjacent, precast, prestressed concrete deck bulb-tee girder bridges using high strength concrete (HSC) since the early 1970s. Most of these bridges are jointless utilizing either integral or semi-integral abutments. Typical girder spans range from 85 ft (26 m) for a 42-in. (1.065-m) deep section to 45 ft (44.2 m) for a 66-in. (1.675-m) deep section. Girder spacing is usually between 6.6 ft (2 m) and 8.2 ft (2.5 m). Initially, design concrete strengths were 5500 psi (38 MPa) at release and 6500 psi (45 MPa) at 28 days. As the years passed, the specified concrete strength increased. It was presumed that improved durability would be one benefit of the increased concrete strength and no performance requirements such as chloride permeability, abrasion resistance, or freeze-thaw resistance were specified. Time has thus far proven the assumption true. By the late 1990s, concrete release strengths of 7500 psi (52 MPa) and 28-day strengths of 8000 psi (55 MPa) were specified. The need to consistently obtain the high release strength in a short period of time, such as 18 hours, resulted in actual 28-day concrete strengths of 10,000 psi (70 MPa) or higher. As the specified concrete release strength has increased, fabricators have maintained their daily production cycle and no significant cost increase has occurred. KW - Abrasion resistance KW - Alaska KW - Bridge decks KW - Bridge design KW - Freeze thaw durability KW - Girder bridges KW - High performance concrete KW - High strength concrete KW - Precast concrete KW - Prestressed concrete UR - https://trid.trb.org/view/870573 ER - TY - JOUR AN - 01110944 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Hooks, John M AU - Federal Highway Administration AU - National Concrete Bridge Council TI - IBRC Program Advances HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Innovative Bridge Research and Construction (IBRC) program was established under the Transportation Equity Act for the 21st Century. The intent of the IBRC program is to develop and promote applications of innovative (high performance) materials for bridges. The IBRC program is funded for six years through fiscal year 2003 at a total authorized level of $102 million. As of fiscal year 2001, 157 projects have been selected for funding. By the time the program expires, IBRC funds will have supported the construction or rehabilitation of an estimated 250 bridges with innovative materials. Eighteen states have used IBRC funds to design, build, and monitor the performance of high performance concrete (HPC) in bridges. Twenty-nine HPC projects have been approved and include applications in deck slabs, substructure elements, concrete I-girders, concrete box beams, and bridge railings. Nineteen of the 29 projects include HPC in the bridge deck slab; this reflects the concern with durability and service life of concrete bridge decks, especially those subjected to deicing chemicals in ice and snow areas. It also reflects the expectation that low permeability HPC will produce decks with significantly longer service lives. KW - Box girder bridges KW - Box girders KW - Bridge decks KW - Bridge design KW - Bridge railings KW - Bridge substructures KW - Design build KW - High performance concrete KW - Innovative Bridge Research and Construction Program KW - Service life UR - https://trid.trb.org/view/870372 ER - TY - JOUR AN - 01110943 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Hartmann, J L AU - Dubois, Denis AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Self-Consolidating Concrete in Maine PY - 2005 IS - Issues 1-38 SP - 1p AB - The Maine Department of Transportation (MDOT) has been an aggressive pursuer of emerging and advanced concrete technologies over the last decade. MDOT has incorporated the use of pozzolans and admixtures into mix designs in an effort to utilize the elevated durability characteristics of high-performance concrete (HPC) in their bridge inventory. In late 2002, MDOT and a local precast concrete producer discovered a mutual interest in using self-consolidating concrete (SCC) on a bridge project. SCC is engineered to flow readily into place without segregation of the constituent materials; thereby, alleviating the difficulty of placing concrete in complex formwork or around congested patterns of reinforcing steel and prestressing strands. The result of using SCC can be a significant reduction in the vibration and finishing demands. KW - Admixtures KW - Bridge design KW - Durability KW - High performance concrete KW - Maine KW - Mix design KW - Pozzolan KW - Self compacting concrete KW - Vibration UR - https://trid.trb.org/view/870572 ER - TY - JOUR AN - 01110941 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Edwards, Douglas L AU - Federal Highway Administration AU - National Concrete Bridge Council TI - High Performance Concrete--The Florida Experience PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the era of high performance concrete (HPC) in Florida bridges actually began following a violent storm in Tampa Bay in 1980. A freighter crashed into one of the main piers of the Sunshine Skyway Bridge, causing collapse of a truss span and the deaths of 35 people. The replacement bridge, opened in 1987 and built in the corrosive waters of Tampa Bay, required more than 221,000 cu yd (169,000 cu m) of concrete. This project marked a turning point with respect to the use of high-quality concrete by the Florida Department of Transportation (FDOT). During the 1970s, the FDOT became increasingly aware of structural concrete deterioration, especially along Florida’s 1200 miles (1930 km) of coastline and intra-coastal waterways. In response, FDOT undertook to define areas with environments of similar corrosive aggressiveness within the State. In 1981, this effort resulted in the publication of “Corrosion Maps” showing three levels of environmental aggressiveness based upon criteria for pH value, resistivity, sulfate concentration, and chloride concentration. Much concrete research was conducted by the FDOT during the 1970s. This research indicated that the addition of fly ash benefited a concrete structure in three ways: (1) improved corrosion protection; (2) improved sulfate resistance; and (3) reduced heat of hydration. KW - Bridge piers KW - Bridge replacement KW - Chlorides KW - Corrosion protection KW - Crashes KW - High performance concrete KW - Piers (Supports) KW - Sulfate resisting cement KW - Tampa (Florida) KW - Water transportation crashes UR - https://trid.trb.org/view/870291 ER - TY - JOUR AN - 01110939 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Moore, James A AU - Federal Highway Administration AU - National Concrete Bridge Council TI - AASHTO Lead State Implementation PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how, in 1987, Congress initiated the five-year Strategic Highway Research Program (SHRP) to investigate various products to improve the constructibility and reduce the maintenance of the nation's highways and bridges. High Performance Concrete (HPC) or “engineered concrete” is one of the products from the SHRP program. To implement these products, Congress authorized additional funding over the following six years. The American Association of State Highway and Transportation Officials (AASHTO), in cooperation with the Federal Highway Administration (FHWA), created a Task Force for SHRP implementation. The Task Force's approach for technology transfer was t h rough the use of teams consisting of the states that took the lead on various products; hence, the AASHTO Lead State Team for HPC Implementation was formed. KW - American Association of State Highway and Transportation Officials KW - Bridges KW - High performance concrete KW - Highway bridges KW - Highway maintenance KW - Highways KW - Life cycle analysis KW - Life cycle costing KW - Maintenance UR - https://trid.trb.org/view/869717 ER - TY - JOUR AN - 01110938 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Burg, Ronald G AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Compression Testing of High Strength Concrete PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how high performance concrete (HPC) used in the construction of a bridge or bridge element often includes high strength concrete (HSC). To date, concrete with design compressive strengths of up to 19,000 psi (131 MPa) have been used in building construction while concrete with design compressive strengths up to 14,700 psi (101 MPa) have been used in bridge construction. An important aspect in the successful use of high strength concrete is implementing the required quality control measures. For concrete, the most common quality control parameter, and basis for acceptance, is compressive strength. The various AASHTO and ASTM standards that prescribe the methods to cast, cure, prepare, and test concrete specimens were developed based on concretes with compressive strengths in the range of 1500 to 6000 psi (10 to 41 MPa). In the past several years, there has been considerable work done to determine if these standards are suitable for HSC or if modifications are required. However, it often takes several years for existing standards to be revised based on recently completed work. Therefore, this article summarizes some of the important findings from recently completed and on-going work that can be implemented on a project that uses HSC. KW - Bridge design KW - Bridges KW - Compressive strength KW - Concrete bridges KW - Concrete curing KW - High performance concrete KW - High strength concrete KW - Quality control UR - https://trid.trb.org/view/869752 ER - TY - JOUR AN - 01110937 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Munch-Petersen, Christian AU - Federal Highway Administration AU - National Concrete Bridge Council TI - The Øresund Link Concrete Strategy PY - 2005 IS - Issues 1-38 SP - 2p AB - This paper describes how one of Scandinavia’s largest investments in infrastructure—the Fixed Link across the Øresund Strait between Denmark and Sweden was opened on July 1, 2000. The link includes a two-track railway and a four-lane highway. The crossing consists of an immersed tunnel 2.2 miles (3.5 km) long, an artificial island 2.5 miles (4.1 km) long, a western approach bridge 1.3 miles (2.0 km) long, a cable-stayed high bridge 0.7 miles (1.1 km) long with a free span of 1608 ft (490 m), and an eastern approach bridge 2.3 miles (3.7 km) long. The immersed tunnel and the cable-stayed bridge are the largest of their types in the world carrying both road and rail traffic. In 1994, the link’s owner—Øresundskonsortiet— appointed an expert concrete group including specialists from the Danish Technological Institute and the Swedish Lund Institute of Technology. KW - Bridge design KW - Cable stayed bridges KW - Concrete bridges KW - Concrete pavements KW - Denmark KW - Infrastructure KW - Prestressed concrete bridges KW - Tunnels UR - https://trid.trb.org/view/870293 ER - TY - JOUR AN - 01110932 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Myers, John J AU - Federal Highway Administration AU - National Concrete Bridge Council TI - How to Achieve a Higher Modulus of Elasticity PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the modulus of elasticity of concrete is an important mechanical property since it affects the camber of prestressed concrete beams at the release of prestressing strands and deflections under superimposed dead and live loads. The modulus is closely related to the properties of the cement paste, stiffness of the selected aggregates, and the method of determining the modulus. The standard test method is ASTM C 469—Static Modulus of Elasticity and Poisson’s Ratio of Concrete in Compression. One approach to increase the modulus of elasticity of concrete for a given mix design is to increase the coarse aggregate content of the mix. In doing so, the concrete producer might be required to adjust other mix constituents to satisfy placement and workability requirements. KW - Admixtures KW - Cement paste KW - Coarse aggregates KW - Curvature KW - Live loads KW - Mechanical properties KW - Mix design KW - Modulus of elasticity KW - Prestressed concrete KW - Prestressed concrete bridges UR - https://trid.trb.org/view/869749 ER - TY - JOUR AN - 01110931 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Rochelle, Rodger D AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Corrosion Modeling for HPC Specifications in North Carolina PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper will discuss how HPC is rapidly gaining prominence in highway bridge construction because of the advantages of higher strength and greater durability. Unfortunately, the concept of designing for durability is more elusive than the quest for high strength. Bridge designs often include the 100-year flood, a 475-year seismic event return-period, or perhaps a Method II vessel impact analysis, all of which target a probabilistic service life. Similarly, the design should satisfy a 100-year service life when concrete is exposed to a chloride environment. This approach has broadened the bridge corrosion protection policy in North Carolina. Unfortunately, due to the heterogeneity of concrete, arduous numerical analyses are required to predict the rate of chloride ingress within a concrete structure. In practice, such analyses are not feasible. Instead, comparative studies serve to evaluate the array of corrosion mitigation measures available with HPC. Such an investigation is conducted for North Carolina's major coastal structures, targeting a service life of 100 years. Fick’s Second Law of Diffusion is modeled to optimize the durability design by examining each structural element independently. Various applications of this law are used to predict the service life provided by different protection measures. KW - Bridges KW - Concrete bridges KW - Corrosion KW - Corrosion protection KW - High performance concrete KW - Highway bridges KW - North Carolina KW - Service life UR - https://trid.trb.org/view/870252 ER - TY - JOUR AN - 01110929 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Maybee, Andrew AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC – The Fabricator’s Viewpoint PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how today’s precast, prestressed concrete product manufacturers are meeting owners’ requirements with high performance concrete (HPC). As more and more projects appear that specify the use of HPC, it becomes increasingly apparent that the use of HPC in precast, prestressed concrete bridge components is adding value to the end product. On State Route 840 in Dickson County in Tennessee, the Tennessee Department of Transportation (TDOT) specified HPC on two bridges. Use of HPC was incorporated into both the bridge substructures and superstructures. This paper focuses on the fabrication of the HPC bridge girders for the superstructures. Both HPC bridges use AASHTO/PCI 72-in. (1.83-m) deep bulb-tee girders (BT-72). HPC allowed the engineers to design the longest single-piece BT-72 girders used to date in Tennessee, at a length of 156 ft (47.5 m). These record setting BT-72 girders were successfully delivered to the jobsite in September 1999. The delivery of all HPC girders for this project was completed in April 2000. KW - Bridge substructures KW - Bridge superstructures KW - Fabrication KW - Girder bridges KW - Girders KW - High performance concrete KW - Precast concrete KW - Prestressed concrete KW - Prestressed concrete bridges KW - Tennessee UR - https://trid.trb.org/view/870290 ER - TY - JOUR AN - 01110928 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Helland, Steinar AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Lightweight Aggregate Concrete in Norwegian Bridges PY - 2005 IS - Issues 1-38 SP - 2p AB - This paper describes how one of the main characteristics of Norway is its long coastline. During the last century, a vast number of marine concrete structures have been built in order to facilitate communications and transportation. Since the 1970s, the discovery of large oil and gas fields off the Norwegian coast created the need for a number of gravity based as well as floating concrete production platforms. Like the rest of the world in the late 1970s, Norway faced the problem of chloride-induced corrosion in its marine infrastructure. A program was, therefore, started to improve concrete quality and to develop models enabling Norwegians to assess the performance of these structures. This development resulted in the introduction of high strength, high performance concrete (HSC/HPC). Consequently, they were able to include concrete with characteristic cube strengths up to 15,000 psi (105 MPa) in their design code in 1989. In the same year, the Norwegian Roads Administration introduced a requirement for a water-binder ratio of less than 0.40 combined with the use of silica fume on all their infrastructure projects. KW - Bridge design KW - Concrete structures KW - Floating structures KW - High performance concrete KW - High strength concrete KW - Lightweight aggregates KW - Lightweight concrete KW - Marine structures KW - Norway KW - Offshore drilling platforms KW - Silica fume KW - Water cement ratio UR - https://trid.trb.org/view/870292 ER - TY - JOUR AN - 01110927 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Specification Changes for HPC—Accelerated Curing PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the AASHTO Standard Specifications for Highway Bridges – Division II and the AASHTO LRFD Bridge Construction Specifications include provisions related to accelerated curing of concrete through the use of elevated temperatures. This paper contains a review of some of the provisions and presents proposed changes that are more appropriate for use with high performance concrete. KW - Accelerated curing KW - Bridge design KW - Curing agents KW - Curing temperature KW - High performance concrete KW - Performance based specifications KW - Revisions KW - Specifications UR - https://trid.trb.org/view/870486 ER - TY - JOUR AN - 01110926 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Dunaszegi, Laszlo AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC for Durability of the Confederation Bridge PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes the Confederation Bridge, an 8.1-mile (13-km) long bridge across the Northumberland Strait between Prince Edward Island and New Brunswick, Canada. The bridge opened in 1997 and consists of gravity-based piers and a single-cell box-girder superstructure. It was constructed under a design-build-operate-transfer contract in which the developer operates the bridge for 35 years and then transfers the bridge to the federal government. KW - Box girder bridges KW - Bridge design KW - Bridge piers KW - Bridge superstructures KW - Design build KW - Girder bridges KW - High performance concrete KW - New Brunswick KW - Piers (Supports) KW - Superstructures UR - https://trid.trb.org/view/869747 ER - TY - JOUR AN - 01110923 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Mullarky, Jon I AU - Wathne, Leif AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Capping Cylinders for Testing High Strength Concrete PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the use of unbonded caps on test cylinders is becoming an increasingly popular part of the procedure for determining the compressive strength of concrete. The ASTM Standard Practice for Use of Unbonded Caps in Determination of Compressive Strength of Hardened Concrete Cylinders (ASTM C 1231) previously in effect, cautioned that unbonded caps are not to be used for acceptance testing of concrete with compressive strengths above 7000 psi (48 MPa). The current version of the Standard Practice has a limit of 12,000 psi (85 MPa). The limitation of 7000 psi (48 MPa) had created a difficulty for many testing laboratories, including the Federal Highway Administration’s (FHWA) Mobile Concrete Laboratory (MCL), that routinely use unbonded pads in the testing of lower strength concretes and would like to use the same procedure for high strength concretes. The difficulty is further complicated by the lack of commercially available capping compounds that are suitable for use with high strength concretes. KW - Acceptance tests KW - Bents KW - Compressive strength KW - Concrete KW - Cylinders (Geometry) KW - High strength concrete KW - Pile caps KW - Unbonded caps UR - https://trid.trb.org/view/870374 ER - TY - JOUR AN - 01110922 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Lwin, M Myint AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Washington State HPC Showcase Bridge PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how significant short- and long-term benefits can be realized with the use of HPC in bridges. These include more efficient designs longer spans, fewer beams, and shallower structural depths; improved performance; faster construction; reduced maintenance; longer service life; and lower life-cycle costs. The successful use of HPC has made it a material of choice by the bridge designers in Washington State. The designers will use HPC whenever and wherever there is benefit in the design. HPC will help bridge engineers fulfill the vision of "Building Bridges for the 21st Century" to meet traffic and environmental demands with low life-cycle costs. KW - Beams KW - Bridge design KW - Bridges KW - High performance concrete KW - Life cycle analysis KW - Life cycle costing KW - Long span bridges KW - Service life KW - Washington (State) UR - https://trid.trb.org/view/869718 ER - TY - JOUR AN - 01110920 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Halkyard, Terry D AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Renewal of FHWA’s HPC Technology Delivery Team PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Federal Highway Administration’s High Performance Concrete (HPC) Technology Delivery Team (TDT), through funding in the Intermodal Surface Transportation Efficiency Act (ISTEA), produced positive results in helping state departments of transportation (DOTs) implement HPC in their highway bridges. The TDT, created in 1997, helped 13 states build HPC bridges and host or participate in technology transfer activities such as showcases and workshops. Working with the AASHTO Lead States Team for HPC Implementation, the TDT influenced many additional state DOTs to try HPC in their highway bridges. KW - Bridges KW - High performance concrete KW - Implementation KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Intermodal transportation KW - Technology assessment KW - Technology transfer KW - Workshops UR - https://trid.trb.org/view/870435 ER - TY - JOUR AN - 01110919 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Russell, Henry G. AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Maximum Effective Concrete Strengths in Pretensioned Beams PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the use of high strength concrete in precast, prestressed concrete beams allows for a higher precompression to be applied to the beams. Consequently, the tensile stress in the bottom flange calculated from the applied bending moment can be higher without exceeding the tensile stress limit. Since the tensile stress limit in the bottom flange at service load usually controls the design for long-span beams, higher compressive strength concrete allows the use of longer span lengths, wider beam spacings, shallower sections, or a combination of these benefits. Articles in previous editions of the publication have illustrated many actual applications, yet few have had specified concrete compressive strengths above 10,000 psi (69 MPa). For high strength concrete to be used efficiently, it needs to be precompressed to the maximum value allowed by the design specifications. Therefore, as the specified concrete compressive strength increases, the prestressing force also needs to increase. The amount of force depends on the diameter, spacing, and strength of the strand and shape of the bottom flange of the beam. Once the bottom flange is full of strands, additional strands can only be placed in the web, which is less efficient because the strands are closer to the neutral axis. KW - Beams KW - Bending moments KW - Bridge design KW - Compressive strength KW - Concrete KW - High strength concrete KW - Long span bridges KW - Specifications KW - Tensile strength UR - https://trid.trb.org/view/870571 ER - TY - JOUR AN - 01110917 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Weigel, Jerry AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC in Washington State PY - 2005 IS - Issues 1-38 SP - 1p AB - Since the 1997 high performance concrete (HPC) showcase, state and local agencies in Washington State have constructed eight bridges with high performance concrete (HPC) girders, have ten ready to be advertised, and have eight being designed. Environmental requirements to keep piers out of waterways and the necessity of providing for future widening to accommodate increasing traffic demands are creating an ever-growing need for longer spans. The use of HPC improves construction economy by providing for longer spans, increased girder spacings, and shallower girders. Experience gained through the design and fabrication of HPC girders has shown that release strength is the critical parameter. A specified release compressive strength of 7500 psi (52 MPa) and a specified design compressive strength of 8500 psi (59 MPa) result in an optimum design economy. While compressive strengths of 10,000 psi (69 MPa) are possible, the extended in-form curing time and design mix complexities are uneconomical and difficult. KW - Bridge design KW - Bridge piers KW - Compressive strength KW - Concrete curing KW - Fabrication KW - Girder bridges KW - High performance concrete KW - Long span bridges KW - Mix design KW - Washington (State) UR - https://trid.trb.org/view/869754 ER - TY - JOUR AN - 01110916 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Beacham, Michael W AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Implementing HPC Bridges in Nebraska PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how construction began on Nebraska's first high performance concrete (HPC) bridge in the summer of 1995. The 225-ft (68.6-m) long bridge utilizes seven lines of pretensioned concrete girders, with three spans of 75 ft (22.9 m) each. The site was selected for two reasons. A conventional concrete bridge with identical geometry would be constructed less than a half mile (0.8 km) from the HPC bridge. The conventional bridge is used as a control structure to help evaluate the service life of the HPC bridge. In addition, the HPC bridge was already designed using conventional concrete. This allowed the Nebraska Department of Roads to establish incremental costs for design and construction with relative ease. The success of this project centered on the partnership of numerous stakeholders, which was formed at the outset. Input from people in industry, academia, and local, state, and federal governments was invaluable in determining the project strategy. The shared goal of this team was clear: “In lieu of optimizing the design, implement a strategy that eliminates or reduces the fear of producing, placing, and curing HPC.” Because of this partnership, the author developed a methodology that was realistic, achievable, and cost effective. KW - Bridge design KW - Bridges KW - Concrete KW - Cost effectiveness KW - Girder bridges KW - High performance concrete KW - Implementation KW - Nebraska KW - Service life UR - https://trid.trb.org/view/869721 ER - TY - JOUR AN - 01110915 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Maggenti, Ric AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Mass Concrete in the Carquinez Bridge PY - 2005 IS - Issues 1-38 SP - 1p AB - , The new Carquinez Bridge is a 3000-ft (1-km) long suspension bridge that spans the Carquinez Strait at the north end of San Francisco Bay. The cables of the bridge are supported on concrete towers that rise 425 ft (130 m) above the water. The cables are anchored by concrete blocks with thicknesses up to 50 ft (15 m). Approximately 60,000 cu yd (45,000 cu m) of mass concrete are used in the footings under the two towers and in the four concrete anchors. Although a series of placements was used, each placement was large enough to be considered mass concrete. KW - Bridge towers KW - Cable stayed bridges KW - Carquinez Bridge KW - Carquinez Strait KW - Footings KW - Long span bridges KW - Mass concrete KW - San Francisco Bay KW - Suspension bridges KW - Thickness UR - https://trid.trb.org/view/870528 ER - TY - JOUR AN - 01110914 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Moore, James A AU - Ralls, Mary Lou AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Lead States Team Plans Transition PY - 2005 IS - Issues 1-38 SP - 1p AB - When the high performance concrete (HPC) Lead States Team closes its doors in September, the members and partners can look back on a five-year record of achievement. Since the AASHTO Lead States Team was established in 1996, HPC team members have promoted the performance and strength advantages of HPC technology, primarily in bridge superstructures and substructures. The authors crafted a mission statement and developed a strategic plan to identify specific goals, strategies, and action plans. The outreach initiatives included HPC Bridge Showcases, international symposia, conference and meeting presentations, and articles for various publications. KW - Bridge design KW - Bridge superstructures KW - Bridges KW - High performance concrete KW - High strength concrete KW - Lead States Team KW - Strategic planning KW - Strength of materials KW - Superstructures UR - https://trid.trb.org/view/870288 ER - TY - JOUR AN - 01110913 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Tennis, Paul D AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Benefits of Ternary Mixtures PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the majority of concrete placed in the United States of America (USA) now contains at least one supplementary cementitious material (SCM) such as fly ash, ground granulated blast-furnace slag (GGBFS), or silica fume. Most concrete producers and specifiers are comfortable using these materials. These concrete mixtures could be called binary mixtures, indicating that they contain portland cement and one SCM. Ternary mixtures are simply those mixtures that contain two SCMs in addition to portland cement. KW - Admixtures KW - Benefits KW - Binary cements KW - Cementitious materials KW - Fly ash KW - Granulated slag KW - Portland cement KW - Silica fume KW - Ternary mixtures UR - https://trid.trb.org/view/870485 ER - TY - JOUR AN - 01110911 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Bridges in Canada PY - 2005 IS - Issues 1-38 SP - 1p AB - The extreme weather conditions and liberal use of deicing chemicals in Canada have led to severe deterioration of many concrete structures. In the search to improve durability and extend service life, Concrete Canada was established in 1990 to conduct a coordinated and focused high performance concrete (HPC) program. The technology transfer component of the program included many seminars, workshops, and technology transfer days across Canada as well as demonstration projects to implement HPC on construction sites. As a result, many HPC structures were built in Canada. The first Canadian HPC bridge was a 56-ft (17-m) long single-span bridge at St. Eustache, Quebec built in 1992. The structure consists of adjacent pretensioned channel girders made with 10,000 psi (70 MPa) compressive strength concrete. The deck was cast with 4300 psi (30 MPa) compressive strength concrete. KW - Bridges KW - Canada KW - Concrete structures KW - Deicing chemicals KW - High performance concrete KW - Service life KW - Technology transfer KW - Weather conditions KW - Winter UR - https://trid.trb.org/view/870483 ER - TY - JOUR AN - 01110910 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Triandafilou, Louis N AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Implementation Status PY - 2005 IS - Issues 1-38 SP - 2p AB - This paper describes how, since the initiation of the AASHTO/SHRP Lead States Team concept for high performance concrete (HPC) over 10 years ago, there has been an aggressive effort by the concrete industry, State DOTs, and the FHWA to achieve nationwide implementation of HPC on bridge projects. Outstanding progress has been made in response to the FHWA Executive Director's 1997 challenge to construct at least one HPC bridge in every state by 2002. HPC Bridge Views has reported on many of these projects as well as the efforts of the FHWA’s HPC Technology Delivery Team to keep HPC in the forefront. Recently, the Team conducted a 14- question national survey to track this progress and other related concrete issues. On a preliminary basis, the map indicates which states have included HPC in bridge specifications in the last 10 years. Thirty-seven respondents selected HPC for low permeability, 30 for high strength, and 26 for both performance criteria. As background on why HPC was being used, respondents ranked deck cracking at ages less than 5 years as the most common distress, followed by corrosion of reinforcing steel, cracking of girders and substructure elements, and freeze-thaw damage. KW - Admixtures KW - Bridges KW - Concrete KW - Concrete bridges KW - High performance concrete KW - Implementation KW - Permeability UR - https://trid.trb.org/view/870533 ER - TY - JOUR AN - 01110908 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Stanish, Kyle AU - Hooton, R Doug AU - Thomas, Michael D A AU - Federal Highway Administration AU - National Concrete Bridge Council TI - The Rapid Migration Test—An Alternative to AASHTO T 277 PY - 2005 IS - Issues 1-38 SP - 2p AB - This paper describes how the chloride penetration resistance of concrete is often a critical parameter in determining the long-term performance of concrete structures. However, there is a great deal of discussion regarding the best method to measure this property. From September 1997 to June 2000, the authors evaluated alternative rapid test procedures to determine the chloride penetration resistance of concrete under FHWA Contract DTFH61-97-C-00022 entitled “Prediction of Chloride Penetration into Concrete.” The most promising test procedure, called the Rapid Migration Test (RMT), is based on a test developed at Chalmers University in Sweden. This test is now standardized as a Nordtest* procedure (NT Build 492) and has proven to give more consistent results than other methods currently available. KW - Bridge design KW - Chlorides KW - Concrete KW - Concrete structures KW - Corrosion protection KW - Corrosion resistant materials KW - Penetration resistance KW - Rapid migration test KW - Test procedures UR - https://trid.trb.org/view/870371 ER - TY - JOUR AN - 01110906 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Prusinski, Jan R AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Benefits of Slag Cement in HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how slag cement—commonly referred to as ground granulated blast-furnace slag (GGBFS)—is a hydraulic cement that works synergistically with portland cement to improve concrete strength and durability. Slag cement is a value-added material that results from a tightly controlled production process that ensures consistent physical and chemical properties. Molten slag—the non-metallic mineral constituent of iron ore—is tapped from an iron blast furnace, then rapidly quenched with water in a granulator. The resulting glassy granules are then dried and either ground to a fine powder to make slag cement or interground with portland cement to produce blended cement. Slag cement is different from slag aggregates, which are either air-cooled or expanded blast-furnace slag and possess no cementitious value. Available for many years in the United States, slag cement use has doubled over the last five years. KW - Benefits KW - Chemical properties KW - Granulated slag KW - High performance concrete KW - Iron ores KW - Slag KW - Slag cement UR - https://trid.trb.org/view/870436 ER - TY - JOUR AN - 01110899 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Bardow, Alexander K AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC and Innovative Design Ensure Long-Term Durability PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how experience has shown that bridges with continuous beams and rigid frame abutments exhibit better long-term durability than bridges with leakage-prone roadway joints. Thus, when the existing Great Road Bridge (State Route 119) over the Boston & Maine Railroad in Littleton, MA, required replacement, every attempt was made to eliminate these joints. Building a cast-in-place structure was not feasible since the falsework would reduce the existing railroad clearances. The Massachusetts Highway Department (MassHighway) decided to use “emulation design” to replicate cast-in-place concrete construction with precast, prestressed concrete beams and precast concrete abutment panels. KW - Bridge abutments KW - Bridge design KW - Cast in place concrete KW - Concrete structures KW - Durability KW - High performance concrete KW - Innovation KW - Massachusetts KW - Precast concrete KW - Technological innovations UR - https://trid.trb.org/view/869746 ER - TY - JOUR AN - 01110898 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Tennis, Paul D AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Benefits of Different Cements in HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how all materials play a role in high performance concrete (HPC) mixtures, cement is the essential component. The characteristics of HPC may include low permeability, high strength, low temperature rise, high durability, and combinations of these or other properties. Cement is the material largely responsible for these critical properties. It is important to note that most cements perform well in HPC applications. However, some cements have been developed with particular characteristics that lend themselves to use in HPC. General purpose cements are used where no special properties of the other cement types are necessary. HPC can be made with these “general purpose” cements if the concrete mixture is carefully chosen to provide the specified concrete properties. For example, high strength concrete can be made with Type I cement if low water to cement ratios and high cement contents are used. One benefit of using these cements is that they are usually locally available, whereas, some specialized cements may not be. KW - Admixtures KW - Cement KW - Cement content KW - Durability KW - High performance concrete KW - High strength concrete KW - Permeability KW - Water cement ratio UR - https://trid.trb.org/view/870434 ER - TY - JOUR AN - 01110897 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Goodspeed, Charles H AU - Federal Highway Administration AU - National Concrete Bridge Council TI - TIA Offers HPC Workshops PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how, as part of the national program to continue the implementation of high performance concrete (HPC) in bridges, a series of seven training modules is available from the Transportation Industrial Alliance (TIA). The TIA is managed by the Department of Civil Engineering at the University of Florida, Gainesville, as part of their Local Technical Assistance Program (LTAP) to encourage partnerships between the private sector, academics, and local highway departments. The HPC modules are based on experiences and lessons learned during the design and construction of several HPC bridges that were built as part of the joint state-FHWA SHRP HPC implementation program. Each module consists of slides and accompanying text. The modules will be available on a compact disc in PowerPoint format. A workbook for the determination of strength and durability parameters is also included on the disc. KW - Durability KW - Education and training KW - High performance concrete KW - Implementation KW - Local Technical Assistance Program KW - Meetings KW - Technical assistance KW - Training programs KW - Workshops UR - https://trid.trb.org/view/870375 ER - TY - JOUR AN - 01110895 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Russell, Henry G. AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC International Symposium PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Economical Solution for Durable Bridges and Transportation Structures was the theme for the second International Symposium on High Performance Concrete held September 25-27, 2000 in Orlando, Florida. With an attendance of over 1500, the symposium brought together experts from the United States and around the world to discuss the most recent applications and developments in high performance concrete. The symposium was sponsored by the Precast/Prestressed Concrete Institute (PCI), the Federal Highway Administration (FHWA), and the Fédération Internationale du Béton (fib) and was held in conjunction with PCI’s 46th Annual Convention and Exhibition. The symposium featured nine sessions covering General History, Marketing, and Implementation; Materials and Mix Design; Laboratory Research and Future Direction; Quality Concepts, Fabrication, and Transportation; Construction Techniques; Structural Design and Concepts; Structural Performance and Code Requirements; FHWA Showcase Projects and Case Studies; and Approach to High Performance Concrete Structures. KW - Case studies KW - Concrete structures KW - Conferences KW - High performance concrete KW - Meetings KW - Mix design KW - Quality control KW - Structural analysis KW - Structural design UR - https://trid.trb.org/view/870295 ER - TY - JOUR AN - 01110892 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Ralls, Mary Lou AU - Tang, Benjamin AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Prefabricated Bridges or Rapid Construction PY - 2005 IS - Issues 1-38 SP - 2p AB - This paper describes how transportation agencies today face significant challenges to restore highway capacity while enhancing safety through construction work zones. About one-third of our Nation’s bridges are in need of repair or replacement. During the summer road work season, 20 percent of the National Highway System is typically under construction. This translates into 6,400 highway work zones with a corresponding loss of 6,200 lane-miles (10,000 lane-km) in capacity. On a road construction project with a high volume of traffic, the cost of traffic control can be 30 to 50 percent of the construction cost. These costs can be reduced and work zone safety enhanced through the use of accelerated construction methods. Limited available funding and significant construction needs have resulted in initial cost controlling bridge design and construction. In addition to managing costs, owners are now responding to the need to “get in, get out, and stay out” as the advancing age of our highway infrastructure necessitates increased reconstruction. Prefabricated bridge elements and systems, in combination with HPC and accelerated construction requirements in the contracts, help meet the need for rapid bridge construction. KW - Accelerated construction KW - Bridge design KW - Bridges KW - Highway bridges KW - Highway capacity KW - Prefabricated bridges KW - Rapid construction KW - Road construction KW - Work zones UR - https://trid.trb.org/view/870570 ER - TY - JOUR AN - 01110887 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Capers, Harry A AU - Nassif, Hani AU - Federal Highway Administration AU - National Concrete Bridge Council TI - New Jersey’s Move to HPC PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how high performance concrete (HPC) is now required for use in bridge decks on the state highway system in New Jersey. The use of HPC in prestressed concrete girders is at the discretion of the designer. Specific guidance for HPC is provided in the most recent edition of the Department of Transportation’s (DOT) bridge design manual. To support HPC deployment, the Department initiated a research project through Rutgers University to develop several baseline concrete mixtures suitable for the transportation infrastructure in New Jersey. The research involved (1) review of existing information, (2) development of mix proportions using local aggregates, (3) evaluation of trial mixtures prepared in the laboratory and at a ready mixed concrete plant, (4) evaluation of concrete material properties, (5) investigation of the effects of different curing methods on early age and long term performance, and (6) preparation of specifications for use in the project special provisions. KW - Admixtures KW - Bridge decks KW - Bridge design KW - Concrete curing KW - High performance concrete KW - Highway bridges KW - Mix design KW - New Jersey UR - https://trid.trb.org/view/870530 ER - TY - JOUR AN - 01110884 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Brazillier, Didier AU - Federal Highway Administration AU - National Concrete Bridge Council TI - 20 Years of HPC Bridges In France PY - 2005 IS - Issues 1-38 SP - 2p AB - This paper describes how the first use of the term high performance concrete (HPC) in France goes back to 1983 and the building of a bridge at Melun under the impetus of LCPC and SETRA (Research Agency and Bridge Department of the French Highways Administration, respectively). This is not only of historical interest but is also highly significant in terms of the logic underlying the application of these types of concretes in France. Firstly, HPC relates to bridges rather than buildings. In France, there are few high-rise buildings and very little competition with steel construction in this sector. Secondly, bridge ownership or sponsorship, particularly in the highly developed public engineering practice, has played a leading role. This includes the initiation and support of a large-scale research and development program on HPC, gathering together a large number of players in the civil engineering sector to form BHP 2000, and the preparation of an official design code for concretes with characteristic strengths up to 11,600 psi (80 MPa). Finally, HPC’s improved properties of durability and rheology have always been exploited hand-in-hand with the mechanical properties. Hence the name “high performance concrete” as opposed to “high strength concrete.” Since 1983, over one hundred bridges have been built with HPC. They may be characterized by three approaches that correspond to the reasons for selecting HPC. KW - Bridge design KW - Bridges KW - Concrete KW - Concrete bridges KW - Concrete structures KW - France KW - High performance concrete KW - High strength concrete KW - Mechanical properties UR - https://trid.trb.org/view/870294 ER - TY - JOUR AN - 01110881 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Kaderbek, Stan L AU - Tracy, Sharon L AU - Krauss, and Paul D AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC for Chicago’s Wacker Drive PY - 2005 IS - Issues 1-38 SP - 2p AB - This paper describes how Wacker Drive, a major 75 year old two-level viaduct bordering the north and west sides of Chicago’s downtown “Loop,” is being replaced due to severe corrosion of the embedded reinforcing steel and spalling of the concrete cover. The columns and deck of the new structure are being built using cast-in-place high performance concrete (HPC). The deck is post-tensioned HPC with a latex-modified concrete overlay. Reconstruction of Wacker Drive is a joint project by the Chicago Department of Transportation, the Illinois Department of Transportation (IDOT), and the Federal Highway Administration. A lengthy process for prequalification of concrete materials and suppliers began in 1999, when a plan was initiated requiring testing and evidence that raw materials and HPC mixes would exhibit properties to ensure long-term durability, quality, and performance in the field. These requirements provided the groundwork for the HPC specifications. KW - Chicago (Illinois) KW - Concrete overlays KW - Concrete structures KW - Corrosion protection KW - Corrosion resistance KW - Corrosion resistant steel KW - High performance concrete KW - Posttensioning KW - Reinforcement (Engineering) KW - Spalling KW - Viaducts UR - https://trid.trb.org/view/870437 ER - TY - JOUR AN - 01110879 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Fossier, Paul AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Charenton Canal Bridge – Louisiana’s First HPC Bridge PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how, when the Charenton Canal Bridge on LA 87 in St. Mary Parish opened on November 4, 1999, the occasion marked the completion of Louisiana's first high performance concrete (HPC) bridge. HPC was used in all components of the bridge. Completion of the project marked the implementation of HPC that began with research work in Louisiana in the early 1980's. The project consisted of the replacement of a 55-year old reinforced concrete bridge with a 365-ft (111-m) long continuous prestressed concrete structure using Type III AASHTO girders. Each 73-ft (22.3-m) span consists of five girders that are spaced at 10-ft (3.1-m) centers and support an 8-in. (203-mm) thick cast-in-place concrete deck. The substructure for the bridge consists of cast-in-place concrete bent caps supported on 24- and 30-in. (610- and 762-mm) square precast, prestressed concrete piles. Specified compressive strength of the girders and piles was 10,000 psi (69 MPa) no later than 56 days. The bridge deck and bent caps had a specified concrete compressive strength of 4200 psi (29 MPa) at 28 days. A rapid chloride permeability of 2000 coulombs or less at 56 days was specified for concrete used in all members. KW - Bents KW - Bridge decks KW - Bridge design KW - Bridge substructures KW - Cast in place concrete KW - Concrete structures KW - High performance concrete KW - Long span bridges KW - Louisiana KW - Prestressed concrete KW - Prestressed concrete bridges UR - https://trid.trb.org/view/870245 ER - TY - JOUR AN - 01110878 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Federal Highway Administration AU - National Concrete Bridge Council TI - FHWA HPC Project PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the Federal Highway Administration has announced the award of a three year study entitled “Compilation and Evaluation of Results from High Performance Concrete Bridge Projects.” The study will result in a single source for information about HPC bridge projects. The compiled information from the HPC projects will be placed on a compact disc for use on a variety of computer systems. KW - Bridge design KW - Bridge management systems KW - Bridge members KW - Bridge substructures KW - Bridges KW - High performance concrete KW - Project management KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/870249 ER - TY - JOUR AN - 01110877 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Abrahams, Michael J AU - Federal Highway Administration AU - National Concrete Bridge Council TI - Use of HPC on Admiral Clarey Bridge, Hawaii PY - 2005 IS - Issues 1-38 SP - 1p AB - The Admiral Clarey Bridge was a design/build project for the US Navy that was designed to improve access to the largely undeveloped Ford Island in Pearl Harbor. Due to the need to provide an opening large enough to allow the passage of aircraft carriers while minimizing the impact on the nearby Arizona Memorial, a unique solution was developed that utilized a low-level fixed concrete trestle span combined with a floating concrete draw span. The almost one-mile (1.6-km) long structure made extensive use of precast and prestressed concrete for both economy and durability. Given the aggressive marine environment of Hawaii, the Navy’s requirement for a durable structure included the use of high performance concrete (HPC) throughout the project. Except for some incidental concrete, all concrete was required to contain a minimum of 5 percent silica fume by weight of cementitious materials, and to have a maximum water/ cementitious material ratio of 0.38. Other means to improve durability included increased concrete cover to the reinforcement, zero tensile stress in all prestressed concrete except for extreme load cases, a pipeline-type epoxy for coating reinforcing bars, and a maximum tricalcium aluminate content for the cement of 8 percent to improve sulfate resistance. KW - Hawaii KW - High performance concrete KW - Long span bridges KW - Precast concrete KW - Prestressed concrete KW - Prestressed concrete bridges KW - Sodium sulfate KW - Tensile strength KW - Trestles KW - Water cement ratio UR - https://trid.trb.org/view/869755 ER - TY - JOUR AN - 01110876 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Binseel, Edward AU - Federal Highway Administration AU - National Concrete Bridge Council TI - High Performance Concrete Bridges: Not Just For States Anymore PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper will discuss Prince George's County, Maryland, plan to build 12 new bridges in the next three years. Some of the bridges will be designed and built using high performance concrete (HPC). All bridges will have simple spans ranging from 24 to 80 ft (7.3 to 24.4 m) in length. The move toward HPC began several years ago, when the County's bridge inventory grew to more than 170 structures. Financial demands related to the maintenance and repair of the bridges grew to a level that was in excess of the available resources. Several of the fundamental decisions that had been guiding the design of new bridges in the County were changed. At the expense of higher initial costs, the County would now design its bridges to be more durable with extended longevity, while also decreasing each structure's long-term maintenance and repair costs. Decreasing the life-cycle costs associated with each bridge became a priority. It is believed HPC will give durability and longevity at a lower overall cost. KW - Bridge design KW - Bridges KW - Concrete bridges KW - Concrete structures KW - High performance concrete KW - Life cycle costing KW - Long span bridges KW - Prince George's County (Maryland) KW - Service life UR - https://trid.trb.org/view/870251 ER - TY - JOUR AN - 01110874 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Streeter, Donald A AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC in New York State Bridge Decks PY - 2005 IS - Issues 1-38 SP - 1p AB - This paper describes how the New York State Department of Transportation (NYSDOT) developed a high performance concrete (HPC) mix in 1994 in an effort to produce longer lasting, more durable bridge decks. Positive results from the initial placements led to the issuance of specifications for use of high performance concrete. The HPC developed by NYSDOT, designated Class HP, was designed to be more durable, less permeable, more resistant to cracking, and easily placed and finished. The changes were achieved by reducing the cement content, mainly by substituting pozzolans, and lowering the water cementitious material ratio by using normal- range water-reducing admixtures. Over 125 placements have been made on approximately 100 new bridge decks. High performance concrete overlays have been placed on approximately 25 structures either for rehabilitation of the decks or as bonded wearing surfaces. With the establishment of guidelines, substructure use is now growing. KW - Admixtures KW - Bridge decks KW - Bridge substructures KW - Concrete overlays KW - Durability KW - High performance concrete KW - New York (State) KW - Pozzolan KW - Water cement ratio UR - https://trid.trb.org/view/869751 ER - TY - SER AN - 01109804 JO - HPC Bridge Views PB - National Concrete Bridge Council AU - Federal Highway Administration AU - National Concrete Bridge Council TI - HPC Bridge Views PY - 2005 IS - Issues 1-38 SP - 164p AB - This publication of HPC Bridge Views includes all issues 1 through 38 and coincides with the Seventh International Symposium on the Utilization of High-Strength/High-Performance Concrete held in Washington, DC, June 20-24, 2005. The bi-monthly publication, HPC Bridge Views, features articles on bridges constructed with HPC and covers a wide range of topics: specifications; cast-in-place concrete bridge decks; fabrication of precast, prestressed bridge components; materials technology; testing procedures; research and questions and answers about HPC. KW - Bridge decks KW - Bridges KW - Cast in place concrete KW - Concrete bridges KW - High performance concrete KW - HPC KW - Performance evaluations KW - Performance measurement KW - Precast concrete KW - Prestressed concrete bridges KW - Ready mixed concrete KW - Research UR - https://trid.trb.org/view/869458 ER - TY - RPRT AN - 01105975 AU - Zimmerman, K A AU - Wolters, Angela S AU - National Highway Institute AU - Federal Highway Administration TI - Principles and practices for enhanced maintenance management systems: participant workbook PY - 2005 SP - 1 v. (loose-leaf) KW - Curricula KW - Information processing KW - Infrastructure KW - Maintenance KW - Management KW - Roads KW - United States UR - https://trid.trb.org/view/865589 ER - TY - RPRT AN - 01102113 AU - Federal Highway Administration TI - Interstate 69, segment of independent utility #8, from SR 385 in Millington, TN to I-155/US 51 in Dyersburg, Shelby, Tipton, Lauderdale, and Dyer counties : environmental impact statement PY - 2005///Volumes held: Draft(2v) (v.2 folio), Supplement to the draft KW - Environmental impact statements KW - Tennessee UR - https://trid.trb.org/view/862074 ER - TY - RPRT AN - 01090441 AU - McGee, Hugh W AU - Eccles, Kimberly A AU - Federal Highway Administration AU - Institute of Transportation Engineers (ITE) TI - Field Guide for Inspecting Signalized Intersections to Reduce Red-Light Running SN - 1933452048 PY - 2005 SP - 23p AB - This guide supplements a report entitled, "Making Intersections Safer: A Toolbox of Engineering Countermeasures to Reduce Red-Light Running," which addresses design and operational features that may need to be upgraded or modified to discourage red-light running. This field guide provides more details on how to conduct a site investigation of a specific intersection that has been identified as a red-light running problem site. The purpose of a field site review is to identify any engineering design or operational deficiencies that may contribute to red-light running and the resulting crashes and to form initial opinions as to possible countermeasures. KW - Countermeasures KW - Crash investigation sites KW - Highway design KW - Highway operations KW - Highway safety KW - Red light running KW - Signalized intersections KW - Traffic crashes KW - Traffic engineering UR - https://trid.trb.org/view/849972 ER - TY - CONF AN - 01090118 AU - Deng, Yong AU - Farre, Joe AU - Chang, Jaime AU - Penafiel, Percy AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Analysis and Design of Integral Abutment by LRFD Method PY - 2005 SP - pp 211-221 AB - There are no standard methods and specifications for the analysis and design of integral abutments. This paper was prepared in accordance with the analysis and design method developed for Long Lake Outlet Bridge that is part of a Federal Highway Administration (FHWA) project in Wyoming. This paper provides an analysis method for analyzing integral abutments. The subject bridge length (End-to-End) is 19.25 meters and consists of typical pretensioned side-by-side 686 mm x 1220 mm precast box girder with integral abutments founded on micropiles. The abutments were designed in accordance with AASHTO LRFD Specifications and micropiles were designed by the ASD method. Micropile design is beyond the scope of this paper and therefore is not included in this paper. Construction procedures were considered in the analysis and design of the bridge. First, the dead loads from the typical pretensioned girders and superimposed dead loads, girder and deck slab were applied as vertical loads with separate element actions. Considering that some strength has already been obtained when the barrier rail is constructed, for conservative purpose, the barrier rail load was applied with full deck slab strength and composite section to obtain the negative moment at integral abutments. Live loads were applied to the composite section to obtain negative moments, lateral and vertical loads. In order to consider longitudinal loads such as braking load, shrinkage loads and temperature loads, the finite element analysis method was applied. Soil lateral pressure and surcharge forces were taken into consideration and applied at the abutments. Since soil-structure interactions are complex, the L-pile program was used to determine the micropile contributions to the structure-soil interaction. The STAAD program was introduced to analyze the general structure behavior. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - AASHTO LRFD Bridge Design Specifications KW - Box girders KW - Bridge design KW - Finite element method KW - Integral abutments KW - Jointless bridges KW - Load and resistance factor design KW - Micropiles KW - Soil structure interaction UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850774 ER - TY - CONF AN - 01090117 AU - Knickerbocker, David AU - Basu, Prodyot K AU - Wasserman, Edward P AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Behavior of Two-Span Integral Bridges Unsymmetrical About the Pier Line PY - 2005 SP - pp 244-254 AB - The lack of symmetry in jointless bridges may result from unequal span lengths, and/or unequal dimensions of the end abutments caused by, say, unequal pile lengths and height of backwall. Finite element modeling is used in the study and the results are validated with experimental data from two integral bridges located near Nashville, Tennessee. These two-span HPC bridges consist of cast in place reinforced concrete deck slab over pretensioned concrete girders. Parametric studies are undertaken by finite element modeling in parallel with field observations, and interesting conclusions are drawn with respect to volumetric loads. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Asymmetry KW - Bridge design KW - Field data KW - Finite element method KW - Integral abutments KW - Jointless bridges KW - Soil structure interaction KW - Structural behavior UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850782 ER - TY - CONF AN - 01090116 AU - Horvath, John S AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Integral-Abutment Bridges: Geotechnical Problems and Solutions Using Geosynthetics and Ground Improvement PY - 2005 SP - pp 281-291 AB - The integral abutment bridge (IAB) concept was developed at least as far back as the 1930s to solve long-term structural problems that can occur with conventional bridge designs. Unfortunately, the IAB concept as executed historically turns out to have its own inherent post-construction flaws. However, they are fundamentally of a geotechnical, not structural, nature. As a result, bridge engineers, who are more familiar with dealing with structural issues, have been slow to recognize the true source of IAB problems and develop appropriate permanent solutions for them. Thus IABs represent an interesting case study in soil-structure interaction that requires the coordinated attention of both structural/bridge and geotechnical engineers working as a multidisciplinary team if the concept is to be improved for better long-term performance. This paper is intended to be a contribution toward that goal and illustrates the potential use of modern geotechnolgies for IAB problem solving. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge design KW - Geosynthetics KW - Geotechnical engineering KW - Ground improvement KW - Jointless bridges KW - Soil structure interaction UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850789 ER - TY - CONF AN - 01090115 AU - Wetmore, Jeffery T AU - Peterson, Bruce AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Case Study – Jointless Bridge Beltrami County State Aid Highway 33 Over Mississippi River in Ten Lake Township, Minnesota PY - 2005 SP - pp 84-96 AB - In "Climbing Mount Improbable" Richard Dawkins makes the observation that in nature, evolution makes use of existing structures and functions, while engineers seek a start with a clean piece of paper. The re-design Minnesota Bridge 04519 is an example of the natural, evolutionary process applied to an engineering problem. Expansion joint devices and bearings are among the most maintenance intensive and troublesome components of a bridge. Leaking joints lead to deterioration of other components, including reinforced concrete, beams, bearings and paint. Owners with limited maintenance budgets and staffs, seek to reduce the maintenance associated with these components. After completion of the final design and preparation of construction plans for Bridge Number 04519, the Beltrami County Engineer requested a change, based on his experience in another state. He asked to eliminate the expansion joints and use integral abutments on the bridge. He expected these changes would reduce maintenance. The case study of Minnesota Bridge Number 04519 illustrates a seldom-used approach, taking advantage of the existing bridge elements in developing a jointless bridge. Working with the County Engineer and consulting with the Minnesota Department of Transportation’s State Aid Bridge Engineer and the State Bridge Engineer, the designer proposed moving the expansion devices away from the abutments by tying the approach panels to the deck slab and providing a joint between the concrete approach panels and the bituminous roadway. The bridge has been in service approximately eight years. An inspection of the structure and examination of maintenance records, for the bridge and approach roadways, provide information about serviceability of the bridge and the degree of success at accomplishing the goal of reducing maintenance costs. While there may be bridges in other states that share similar details, the authors are not aware of any similar structures in Minnesota. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge design KW - Case studies KW - Jointless bridges KW - Low maintenance KW - Maintenance costs KW - Ten Lake Township (Minnesota) UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850750 ER - TY - CONF AN - 01090114 AU - Mistry, Vasant C AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Integral Abutment and Jointless Bridges PY - 2005 SP - pp 3-11 AB - The most frequently encountered corrosion problem involves leaking expansion joints and seals that permit salt-laden run-off water from the roadway surface to attack the girder ends, bearings and supporting reinforced concrete substructures. Because neither the materials used nor the pains taken to mitigate joint leakage can fully resolve these problems, other options such as, the construction of jointless bridges, the use of integral or semi-integral abutments, and moving the joints beyond the bridges should be sought. Since 1987, numerous States have adopted integral abutment bridges as structures of choice when conditions allow. At least 40 States are now building some form of jointless bridges. While superstructures with deck-end joints still predominate, the trend appears to be moving toward integral. This paper presents some of the important features of integral abutment and jointless bridge design and some guidelines to achieve improved design. The intent of this paper is to enhance the awareness among the engineering community to use integral abutment and jointless bridges wherever possible. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge design KW - Guidelines KW - Integral abutments KW - Jointless bridges UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850715 ER - TY - CONF AN - 01090113 AU - Conboy, Darren W AU - Stoothoff, Erik J AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Integral Abutment Design and Construction: The New England Experience PY - 2005 SP - pp 50-60 AB - The use of integral abutments has been expanding in New England. Historically, each of the New England states have used a variety of jointless bridges, such as rigid frames and 3-span structures with cantilevered end spans. Over the past 20 years the construction of “modern” integral abutment bridges has increased throughout the region. The purpose of this paper is to compare the design and construction practices used in each state. The limitations on use, design criteria and methodology and construction details of each are summarized and compared. In addition, issues that were encountered during construction and current performance and conditions are presented. Information on research and bridge instrumentation projects in the region is also summarized. All of the transportation agencies in New England have had favorable experiences with the performance of integral abutment bridges. As has been reported in other publications, there is a wide range of design and construction practices in use around the country. This is also true in New England. This paper will serve to confirm the understanding that regardless of the specific design philosophy and construction details, integral abutments perform well and should be used wherever possible. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge design KW - Construction management KW - In service performance KW - Instrumentation KW - Jointless bridges KW - New England UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850725 ER - TY - CONF AN - 01090112 AU - Bonczar, Christine AU - Brena, Sergio F AU - Civjan, Scott A AU - DeJong, Jason AU - Crovo, Daniel AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Integral Abutment Pile Behavior and Design – Field Data and FEM Studies PY - 2005 SP - pp 174-184 AB - Pile behavior in integral abutment bridges can be very complex. Research being conducted at the University of Massachusetts, Amherst and funded by the Massachusetts Executive Office of Transportation and the Federal Highway Administration is addressing several key issues. The Orange-Wendell Bridge is used as a basis for the study. The Orange-Wendell Bridge is a three-span (270 ft total length) integral abutment bridge in central Massachusetts. Over 3 years of instrumented data and one year of bi-weekly manual pile inclinometer readings have been collected. Additional data from the time of construction is also included. Recorded ambient temperatures have ranged from approximately –10ºF (-23.3ºC) to 100ºF (37.8ºC). In addition, extensive nonlinear finite element modeling (FEM) has been performed to model bridge behavior. A parametric analysis was conducted on both 3-D and 2-D nonlinear FEM of the entire bridge structure. Pile elements included nonlinear geometric effects and nonlinear material properties. Nonlinear spring curves representing soil effects were included in the models at pile, pier and abutment locations. Additional models considered only equivalent length cantilever pile sections as are often used in design. Field data and modeling results specific to the following are addressed: pile deformations, moment at the top of abutment piles, properties of abutment and pile backfill materials, effects of pile yielding and pile design assumptions. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Backfill soils KW - Bridge abutments KW - Bridge design KW - Deformation KW - Field data KW - Field studies KW - Finite element method KW - Inclinometers KW - Jointless bridges KW - Mathematical models KW - Moments (Mechanics) KW - Orange (Massachusetts) KW - Piles (Supports) KW - Soil structure interaction KW - Temperature UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850770 ER - TY - CONF AN - 01090111 AU - Perkun, John AU - Michael, Keith AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Design and Construction of Dual 630-foot, Jointless, Three-span Continuous Multi-girder Bridges in St. Albans, West Virginia, United States, Carrying U.S. Route 60 over the Coal River PY - 2005 SP - pp 97-112 AB - The aging bridge that carries U.S. 60 over the Coal River in St. Albans, West Virginia was programmed for replacement by the West Virginia Division of Highways (WVDOH) in the late 1990’s. In 2000, the WVDOH retained SAI Consulting Engineers, Inc. to design a replacement for the existing 570-foot, fivespan, riveted steel girder bridge. The existing bridge has four travel lanes and two 3-foot sidewalks. The existing superstructure consisted of three main girders with floorbeams and stringers, was on a 38-degree skew, and utilized sliding plate expansion dams at the two abutments. The replacement bridge would be wider than the existing bridge and would consist of four 12-foot travel lanes, a raised 4- foot center median, two 6-foot shoulder/bicycle lanes, two concrete parapets, and two 5-foot sidewalks (78'-7-1/2"). In accordance with standard WVDOH design policy, one of the primary goals of the project was to minimize or eliminate bridge joints where possible. During the preliminary span arrangement study phase, two types of replacement structures were studied: 1. One bridge that would carry the entire proposed 78'-7-1/2" cross-section. This alternative would consist of a 530-foot-long, three-span, continuous steel bridge with skewed (38-degree) abutments and piers; and 2. Two separate, parallel 39'-3-3/4"-wide bridges with perpendicular abutments and piers. Each bridge would be a 630-foot, three-span, continuous steel bridge. The use of perpendicular abutments and piers required these substructure units to be longitudinally offset by 30.5 feet. The foundations chosen for the piers (single-shaft, hammerhead type) were deep-drilled shafts bearing on bedrock. The drilled shafts were as deep as 60 feet and were particularly adaptable to the perpendicular substructure configuration chosen. The integral abutments were founded on a single row of steel H-piles with the weak axis of the pile oriented in the direction of the bridge movement. Special details were generated due to the jointless design, primarily to take care of bridge movements at the abutments and approach slabs. The bridge is currently under construction and is due for completion by December 2005. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge design KW - Drilled shafts KW - Girder bridges KW - Integral abutments KW - Jointless bridges KW - St. Albans (West Virginia) KW - Steel bridges KW - Steel piling UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850751 ER - TY - CONF AN - 01090110 AU - Christou, Petros M AU - Hoit, Marc I AU - McVay, Michael C AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Soil Structure Analysis of Integral Abutment Bridges PY - 2005 SP - pp 233-243 AB - Integral Abutment Jointless Bridges (IAJB) are defined as simple or multiple span bridges in which the bridge deck is cast monolithically with the abutment walls. Different aspects such as good response under seismic loading, low initial costs, elimination of bearings and less maintenance make this kind of bridge very attractive for potential owners. The main issue related to the analysis of this type of structure is dealing with the soil-structure interaction of the abutment walls and the supporting piles. Other concerns include the transfer of stresses between the different parts of the structure under the application of dead and live loads under service or extreme events. For instance, lateral displacements due to thermal stresses may be considerable as a result of the monolithic nature of the structure. Also dynamic loads (seismic) or deformations may force a number of the structural components (piles, piers, etc) to have inelastic response. In addition, with a fixed pile head condition, lateral deformations/loads may introduce significant axial loads/deformations within the piles/shafts. Since the analysis of this kind of a structure is complex, the analytical model must be able to account for the nonlinear soil behavior as well as be able to model the nonlinear (i.e. inelastic) structural response for the collective bridge. This paper describes an alternate model that is proposed for the analysis of IAJB using the commercially available FB-MultiPier© software which provides the ability to model a bridge system (abutment to abutment) along with the foundation and the soil. The soil response is characterized by nonlinear springs (p-y for the lateral, t-z for the vertical and τ-θ for the torsional soil response). The material nonlinearity of the piles, intermediate piers and pile bents is handled with the implementation of a discrete element model incorporating nonlinear stress-strain response of the steel and concrete. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge abutments KW - Bridge piers KW - Deformation KW - Discrete element analysis KW - Dynamic loads KW - Inelastic response KW - Jointless bridges KW - Lateral displacement KW - Mathematical models KW - Nonlinearity KW - Piles (Supports) KW - Soil structure interaction KW - Thermal stresses UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850780 ER - TY - CONF AN - 01090109 AU - Burdette, Edwin G AU - Howard, Samuel C AU - Ingram, Earl E AU - Deatherage, J Harold AU - Goodpasture, David W AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Behavior of Pile Supported Integral Abutments PY - 2005 SP - pp 222-232 AB - Two sets of field tests on integral abutments were preformed at the University of Tennessee in research sponsored by the Tennessee Department of Transportation (TDOT). Tests on concrete abutments supported by steel H-piles were followed by tests on prestressed concrete piles. The purpose of the tests was to evaluate the design criteria used by TDOT to design integral abutment bridges. The nation’s leader in the utilization of integral bridges, TDOT continues to extend the length limits of such bridges. The research described here provided realistic field data upon which to evaluate design criteria. Piles were driven into residual red clay soil. Concrete abutments were built on top of the piles to simulate the behavior of actual integral abutments. Lateral load was applied to the piles to induce horizontal displacements consistent with those that occur due to temperature change. Six abutments with steel piles and four with concrete piles were tested, first to the displacement limits corresponding to TDOT criteria, and then to displacements well beyond the current design limits. Tests to failure of two abutments with steel piles and one with concrete piles are particularly interesting. The test results showed that current TDOT design criteria for maximum horizontal displacement are conservative. The test data indicated that current criteria could be extended to accommodate somewhat larger displacements and correspondingly longer lengths for jointless bridges. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge design KW - Clay soils KW - Field data KW - Field tests KW - Horizontal displacement (Structures) KW - Integral abutments KW - Jointless bridges KW - Lateral loads KW - Piles (Supports) KW - Structural behavior KW - Temperature UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850777 ER - TY - CONF AN - 01090108 AU - Oesterle, Ralph G AU - Volz, Jeffery S AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Effective Temperature and Longitudinal Movement in Integral Abutment Bridges PY - 2005 SP - pp 302-311 AB - Jointless bridges promote reduced maintenance costs, improved riding quality, lower impact loads, reduced snowplow damage to decks and approaches, and improved seismic resistance. In spite of many of these recognized benefits, the behavior of such structures is not yet fully understood, and nationally adopted design criteria are still lacking. This paper presents results from an experimental and analytical research program, funded by the Federal Highway Administration, on the behavior of jointless and integral abutment bridges. The experimental work included testing and monitoring of bridge models and a bridge structure in the field, tests of bridge components, and a field survey of fifteen jointless bridges. Experimental results have resolved many questions regarding environmental effects and long-term and time dependent loading in combination with live and dead load. The analytical work evaluated the response of jointless bridges with respect to various design parameters. The research indicated that analysis procedures can be used to adequately quantify the structural response if accurate material and environmental parameters are known. Simplified design procedures are recommended based on this research. A study of the effects of longitudinal bridge movement on jointless integral abutment bridges was a major focus of the research. A bridge will expand and contract from seasonal and diurnal variations in temperature and will contract with concrete creep and shrinkage strains. Piers and abutments must be designed to accommodate this movement, and the superstructure must be capable of carrying the forces induced by the stiffness of the piers and abutments. An important first step to understand the effect of longitudinal movement is to determine expected movement. Factors involved include an effective temperature range with seasonal and diurnal components. Diurnal components include daily shade temperature change and a solar effect. Other factors include the coefficient of thermal expansion, creep, shrinkage and restraint from piers and abutments. The overall variability of these factors causes uncertainty in the determination of bridge movements. Therefore the research program included studies to define appropriate temperature ranges for bridge design, dependent on location and type of bridge and to determine expected abutment and pier support movements and the potential variability of those movements. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge abutments KW - Bridge design KW - Bridge piers KW - Bridge superstructures KW - Coefficient of thermal expansion KW - Creep KW - Daily KW - Design methods KW - Field tests KW - Jointless bridges KW - Longitudinal movement KW - Monitoring KW - Seasonal variations KW - Shrinkage KW - Stiffness KW - Structural behavior KW - Temperature KW - Thermal expansion UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850811 ER - TY - CONF AN - 01090107 AU - Husain, Iqbal AU - Huh, Ben AU - Low, John AU - McCormick, Mike AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Moose Creek Bridge – Case Study of a Prefabricated Integral Abutment Bridge in Canada PY - 2005 SP - pp 148-160 AB - This paper describes the design and construction issues of a single span prefabricated integral abutment bridge. The superstructure consists of precast prestressed girder/full depth deck elements and the substructure consists of precast abutment stem and wingwall units. The units were fabricated at the precast plant and transported to the site where they were assembled using closure strips. Integral abutment bridges are the most common type of bridges now used in Ontario. Moose Creek Bridge is the first integral abutment type bridge built in Ontario using the T-shaped prefabricated girder deck system. The abutments were made monolithic with the deck by casting concrete closure segments. Use of prefabricated bridge systems to construct bridges reduces construction time considerably and enhances the quality due to fabrication in a controlled environment. Prefabricated bridge systems also provide a number of other significant advantages such as reduced traffic impact, improved construction zone safety and less disruption to the environment. The Ontario Ministry of Transportation investigated the suitability of the T-shaped girders with closure concrete pours to connect the T-beams. Scaled models of the system were tested in the Ministry’s research lab and were found to behave adequately under static and cyclic load tests. It was decided to test the concept by constructing a prototype bridge and to evaluate construction issues and performance under site conditions. Moose Creek Bridge was selected due to its size, simplicity and construction schedule. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge construction KW - Bridge design KW - Case studies KW - Jointless bridges KW - Load tests KW - Ontario (Province) KW - Prefabricated bridges KW - Prototypes KW - T beams KW - T girders UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850759 ER - TY - CONF AN - 01090106 AU - Maruri, Rodolfo F AU - Petro, Samer H AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Integral Abutments and Jointless Bridges (IAJB) 2004 Survey Summary PY - 2005 SP - pp 12-29 AB - Integral Abutment and Jointless Bridges (IAJB) have been used for decades and the criteria for using them and detailing has varied from state to state. The main advantage of IAJB is the elimination of joints, which after they start leaking, account for 70% of the deterioration that occurs at the end of girders, piers and abutment seats. The Federal Highway Administration (FHWA) promotes the usage of IAJB where appropriate, as one method of building bridges that will last 75- 100 years with minimal maintenance. In 1995 and 1996, FHWA in conjunction with the Constructed Facilities Center (CFC) at West Virginia University (WVU) conducted a survey and workshop about integral abutment bridges. In 2004, another survey was developed by FHWA and the CFC at WVU, using similar questions as the 1995 survey and incorporating additional questions, to obtain a status of usage and design for integral abutments and jointless bridges. The survey was distributed by AASHTO Subcommittee on Bridge and Structures to all 50 state departments of transportation (DOTs), District of Columbia DOT, Puerto Rico Highway and Transportation Authority and Federal Lands Highways Division (referred to as ‘states’ in the paper). This paper summarizes the responses received to date from the states. The survey was divided into different topic areas which included General Issues, Design and Details, Foundation, Abutment/Backfill, Approach Slabs, Retrofit (Jointed to Jointless), and Other Issues. Integral abutments, as defined in the survey and in this paper, refers to the monolithic construction of the abutment with the deck in order to eliminate the joints at the end of the bridge. This includes the use of full, semi-integral abutments and deck extensions. Jointless bridges refers to the elimination of joints at the piers through the usage of integral pier caps, continuous spans and continuous for live load construction. The purpose of the survey was to obtain a snapshot about the usage of IAJB from the states, their policy, their design criteria and other issues. The results of the survey are presented in this paper and will be used to disseminate information between states and help FHWA encourage the usage of IAJB. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge abutments KW - Bridge approaches KW - Bridge design KW - Bridge foundations KW - Integral abutments KW - Jointless bridges KW - State departments of transportation KW - Surveys UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850716 ER - TY - CONF AN - 01090105 AU - Oesterle, Ralph G AU - Lotfi, Hamid R AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Transverse Movement in Skewed Integral Abutment Bridges PY - 2005 SP - pp 312-322 AB - Jointless bridges promote reduced maintenance costs, improved riding quality, lower impact loads, reduced snowplow damage to decks and approaches and improved seismic resistance. In spite of many of these recognized benefits, the behavior of such structures is not yet fully understood, and nationally adopted design criteria are still lacking. This paper presents results from an experimental and analytical research program, funded by the Federal Highway Administration, on the behavior of jointless and integral abutment bridges. The experimental work included testing and monitoring of bridge models and a bridge structure in the field, tests of bridge components and a field survey of fifteen jointless bridges. Experimental results have resolved many questions regarding environmental effects, and long-term and time dependent loading in combination with live and dead load. The analytical work evaluated the response of jointless bridges with respect to various design parameters. The research indicated that analysis procedures can be used to adequately quantify the structural response if accurate material and environmental parameters are known. Simplified design procedures are recommended based on this research. The analytical phase of the research program included a study of the effects of skew angle on the response of jointless integral abutment bridges to restrained longitudinal expansion. With skewed bridges, the soil passive pressure developed in response to thermal elongation has a component in the transverse direction. Therefore, skewed bridges respond to temperature change with both longitudinal and transverse movements. Analyses were carried out to demonstrate the relationships between skew angle and transverse forces on skewed abutments. These studies were conducted to provide procedures to either determine forces required to resist in-plane rotation of the superstructure associated with skew, or estimate expected movement of skewed abutments not specifically designed to restrain the movement. The analytical procedures were used to compare with results from a field study of a skewed bridge that was monitored as part of the experimental phase of the research program. These procedures were then used to perform a sensitivity study to demonstrate the relationship between transverse movement and longitudinal expansion for various skew angles and ratios of bridge length to width. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge design KW - Bridge superstructures KW - Design methods KW - Field tests KW - Jointless bridges KW - Monitoring KW - Skew angle KW - Skew bridges KW - Structural behavior KW - Temperature KW - Thermal expansion KW - Transverse movement UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850812 ER - TY - CONF AN - 01090104 AU - Arockiasamy, M AU - Sivakumar, M AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Effects of Restraint Moments in Integral Abutment Bridges PY - 2005 SP - pp 185-198 AB - The integral abutment bridge concept has received considerable interest among bridge engineers owing to their enormous benefits due to elimination of expensive joints and reduced installation and maintenance costs. The superstructure of integral abutment bridges is made continuous through a composite cast-in-place concrete deck slab over prestressed concrete or steel girders and continuity diaphragms. The girders are often rigidly connected with the abutments. Restraint moments develop in the superstructure due to the continuity and time-dependent creep, shrinkage and thermal effects. This makes the design of integral abutment bridges different from other conventional bridges. There is a need to develop an analytical procedure to determine the secondary effects induced due to creep, shrinkage and temperature. The objective of this paper is to present the state-of-the-art on restraint moments in continuous precast prestressed girder bridges and its relevance to integral abutment bridges. Approximate and more rigorous methods are available to determine the effects of creep and shrinkage. The Portland Cement Association (PCA) method reports the influence of creep of the precast girders, and of the differential shrinkage between the precast girders and the situ-cast deck slab on continuity behavior. The Construction Technology Laboratories Inc. (CTL) approach was based on a series of computer simulations to study the effects of variation in time-dependent material behavior and variation in bridge design parameters on the resultant service moments in the bridge girders. A modified restraint-moment calculation method (P-method) was developed for full-span prestressed concrete form panels that accounts for the length and stiffness of the diaphragm, the different initiation time for creep and the restraint of cast-in-place concrete shrinkage. A flexibility based analytical tool was presented to predict time-dependent restraint moments and the effectiveness of the continuity connection under service live loads. Non-linear time-dependent analysis was reported to examine the design considerations for integral abutment bridges. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge design KW - Bridge superstructures KW - Continuous girder bridges KW - Creep KW - Jointless bridges KW - Moments (Mechanics) KW - Shrinkage KW - State of the art KW - Temperature UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850771 ER - TY - CONF AN - 01090103 AU - Yannotti, Arthur P AU - Alampalli, Sreenivas AU - White, Harry Laurence AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - New York State Department of Transportation's Experience with Integral Abutment Bridges PY - 2005 SP - pp 41-49 AB - The New York State Department of Transportation (NYSDOT) has been using integral abutment bridges since the late 1970's. Since that time, the design methodology and details have been modified several times to improve performance. Semi-Integral abutments were introduced in 1998. Approximately 450 integral and semi-integral abutment bridges have been constructed in New York and thus far, their in-service performance has been excellent. They are the preferred abutment type for NYSDOT. This paper examines the evolution of the design and construction practices and explains the reasons for the modifications. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge design KW - Construction management KW - In service performance KW - Integral abutments KW - Jointless bridges KW - New York State Department of Transportation UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850724 ER - TY - CONF AN - 01090102 AU - Frosch, Robert J AU - Wenning, Michael AU - Chovichien, Voraniti AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - The In-Service Behavior of Integral Abutment Bridges: Abutment-Pile Response PY - 2005 SP - pp 30-40 AB - Integral bridges have been used for many years across many regions of the country. However, empirical guidelines have often limited their use. While removal of limits imposed by these guidelines may be warranted, there are many questions regarding the behavior of these structures that remain unanswered. In particular, the interaction of the abutment, pile and soil remains uncertain. In Indiana, the decision to explore extension of the limits has resulted in a study to ascertain the in-service behavior of integral abutment bridges. Through several field instrumentations, new light is being shed on the behavior and performance of these bridges. The behavior of integral abutment bridges is concentrated in the response of the abutment-pile-soil system. Therefore, this response is the focus of this paper. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge design KW - Field studies KW - In service performance KW - Indiana KW - Jointless bridges KW - Soil structure interaction KW - Structural analysis KW - Structural behavior UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850718 ER - TY - CONF AN - 01090101 AU - Weakley, Keith AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - VDOT Integral Bridge Design Guidelines PY - 2005 SP - pp 61-70 AB - The Virginia Department of Transportation (VDOT) developed a set of guidelines to address the design and detailing of jointless bridges. These guidelines address structural aspects and constructibility issues. Structural details are provided for incorporation into contract plans, and a commentary is provided to aid the designer in the selection and design of several types of jointless bridges. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge design KW - Guidelines KW - Jointless bridges KW - Virginia Department of Transportation UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850731 ER - TY - CONF AN - 01090100 AU - Maberry, Steven AU - Camp, Jimmy D AU - Bowser, Joan D AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - New Mexico's Practice and Experience in Using Continuous Spans for Jointless Bridges PY - 2005 SP - pp 125-135 AB - This paper presents a cursory review of jointless bridge development in New Mexico. After briefly outlining some key settings in New Mexico, it classifies New Mexico jointless bridges into five recognizable types. Then the paper provides a brief review that uses a few project examples to illustrate problems faced in New Mexico jointless bridges and how some major details developed in different bridge types, to address these issues. The subject then turns to consider opportunities for quality improvement. The final paper account is a brief discussion of methods that might be used to address these problem opportunities. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge design KW - Continuous girder bridges KW - Integral abutments KW - Jointless bridges KW - New Mexico UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850756 ER - TY - CONF AN - 01090099 AU - Hassiotis, Sophia AU - Lopez, Jose A AU - Bermudez, Ricardo AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Full-Scale Testing of an Integral Abutment Bridge PY - 2005 SP - pp 199-210 AB - An integral abutment bridge is designed to transfer the temperature and traffic-induced horizontal loading to its foundation. The mechanism eliminates bearings, which have been a source of expensive rehabilitation. Although integral abutments have been used successfully by many states, a nationally accepted design methodology does not exist for their design and construction. Instead, each highway department depends on the experience of its engineers to push the design envelope. The New Jersey Department of Transportation is in the process of revising its design specifications on integral bridges, and to this end, it is funding an extensive testing program to monitor the Scotch Road Integral Abutment Bridge. It is the intention in this paper to share some of the data that has been gathered for the past two years. In addition, some of the most relevant conclusions are discussed. Specifically, the authors are gathering data every two hours using 1) thermocouples to monitor temperature on the superstructure, 2) strain gages to measure bending moments on the piles supporting the abutment and axial stresses developed in the girders, and 3) pressure gages to measure the soil pressure variation behind the abutment and in the MSE wall. The authors are also monitoring the displacement, rotation and internal strains of the abutment. They have been witnessing an excellent correlation between the temperature and displacement. However, they have been measuring a steady build up of soil pressure behind the abutment. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bending moments KW - Bridge abutments KW - Bridge design KW - Bridge superstructures KW - Displacements (Structural) KW - Earth pressure KW - Field data KW - Field tests KW - Girders KW - Jointless bridges KW - Mechanically stabilized earth KW - Piles (Supports) KW - Pressure gages KW - Rotation KW - Strain gages KW - Stresses KW - Temperature measurement KW - Trenton (New Jersey) UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850772 ER - TY - CONF AN - 01090098 AU - Huckabee, Preston A AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Plastic Design of Steel HP-Piles for Integral Abutment Bridges PY - 2005 SP - pp 270-280 AB - Integral abutment bridges (IAB) are slab or slab on stringer bridges incorporating abutments monolithic with the superstructure and generally founded on a single row of HP-piles to minimize the resistance to superstructure thermal movement. The piles are embedded into the abutment concrete sufficiently to rigidly connect at the pile head. The monolithic nature of the integral abutment to bridge superstructure connection, forces the abutments to move with the superstructure as it undergoes thermal movements. This movement of the superstructure induces stresses within the piles that can force them to deform inelastically. The rigid pile to abutment connection, and the fixity at the pile base due to soil embedment, causes the piles to behave as fixed-fixed columns translated at the top through a distance, Δ. In order to ensure adequate strength as piles undergo inelastic or plastic deformations, the Massachusetts Highway Department (MHD), Bridge Section, through its Bridge Quality Partnership, a public/private effort to develop bridge design standards, has developed a methodology for sizing pile sections, based on work by Greimann, et al, at Iowa State University. This design methodology utilizes a ductility based approach, in conjunction with the AASHTO Load Factor Design (LFD) column strength equation to size pile sections for use as foundations in integral bridges. This design methodology was released as part of the December, 1999 revisions to the Bridge Design Guidelines of the Massachusetts Highway Department Bridge Manual. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Bridge foundations KW - Bridge superstructures KW - Design standards KW - Inelastic deformation KW - Jointless bridges KW - Piles (Supports) KW - Soil structure interaction KW - Thermal stresses UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850786 ER - TY - CONF AN - 01090097 AU - Bonczar, Christine AU - Brena, Sergio F AU - Civjan, Scott A AU - DeJong, Jason AU - Crellin, Benjamin J AU - Crovo, Daniel AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Field Data and FEM Modeling of the Orange-Wendell Bridge PY - 2005 SP - pp 163-173 AB - The response of a three-span (270 ft total length) integral abutment bridge located in Orange, Massachusetts was evaluated through field monitoring and extensive two and three dimensional finite element modeling. This research project is being performed at the University of Massachusetts, Amherst and is funded by the Executive Office of Transportation and the Federal Highway Administration. Design assumptions and integral abutment bridge behavior are discussed by comparing measured field data with results from analytical models. The Orange-Wendell Bridge is instrumented with 85 gages for assessing bridge behavior. Thermal seasonal effects on the bridge were of primary interest. Over three years of data have been collected including abutment pressures, rotations and deflections as well as temperatures, pile strain and inclinometer readings. Only abutment deflection, rotation, backfill pressure and their interactions are discussed in this paper. It is shown that measured abutment rotations can constitute a significant component of the total longitudinal displacement of the superstructure. Behavioral differences in the soil-abutment interaction at the North and South abutments have been observed. The effects of rapid temperature changes occurring primarily in the spring on backfill pressures behind the abutments are also discussed. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge abutments KW - Deflection KW - Field data KW - Field studies KW - Finite element method KW - Jointless bridges KW - Mathematical models KW - Monitoring KW - Orange (Massachusetts) KW - Pressure KW - Rotation KW - Seasonal variations KW - Soil structure interaction KW - Thermal stresses UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850769 ER - TY - CONF AN - 01090096 AU - Kutschke, Walter G AU - Grajales, Braulio AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - P-y Curves from Pressuremeter Testing at Kings Creek Bridge, WV Route 2, Hancock County, West Virginia PY - 2005 SP - pp 292-301 AB - This paper details the site characterization and lateral load analyses for the replacement of West Virginia State Route 2 over Kings Creek, Hancock County, West Virginia. The replacement structure consists of a 324-ft three span, prestressed concrete I-beam bridge that utilizes integral abutment construction. Pressuremeter testing was used to determine the in-situ modulus of elasticity of the bearing sandstone stratum for the development of site specific p-y data for lateral load analyses of the plumb, deep foundation system. This paper reviews the available information regarding laterally loaded large diameter bored piles socketed into weak rock and focuses on the development of p-y curves from pressuremeter data. The paper also presents two statistical procedures to analyze subsurface data that exhibits significant scatter. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bored piles KW - Bridge foundations KW - Field tests KW - Hancock County (West Virginia) KW - Jointless bridges KW - Lateral loads KW - Modulus of elasticity KW - P-Y curves KW - Pressure gages KW - Sandstones KW - Soil structure interaction KW - Statistical analysis KW - Subsurface data UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850790 ER - TY - CONF AN - 01090095 AU - Shekar, Vimala AU - Aluri, Srinivas AU - GangaRao, Hota V S AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Integral Abutment Bridges with FRP Decks – Case Studies PY - 2005 SP - pp 113-124 AB - To allow free expansion and contraction between superstructure and abutments, the traditional construction method has incorporated joints and bearings. But during in-service life of bridges, these joints and bearings become potential places for accumulation of debris and deicing chemicals, thereby weakening concrete and corroding steel stringers leading to high life cycle cost including maintenance cost. As a way to reduce initial and maintenance cost, engineers recommend building bridges without joints. Hence, transportation departments of various states in the U.S. have been building integral abutment bridges since the 1960’s. Over the years, these jointless bridges have proven to be successful and have shown good performance. The Constructed Facilities Center at West Virginia University (CFC-WVU) has expertise in designing integral abutment bridges with traditional concrete decks and also fiber reinforced polymer (FRP) composite decks. In this paper, the in-service performance evaluations of two integral abutments bridges (i.e., Market Street and Laurel Lick) with FRP decks have been highlighted. In addition, the behavior of an integral abutment bridge with FRP composite deck is correlated with the behavior of a jointless concrete deck bridge. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge decks KW - Bridge design KW - Case studies KW - Fiber reinforced plastics KW - In service performance KW - Jointless bridges KW - Maintenance costs UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850754 ER - TY - CONF AN - 01090094 AU - Jayakumaran, S AU - Bergmann, Michael AU - Ashraf, Syed AU - Norrish, Charles AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Case Study: A Jointless Structure to Replace the Belt Parkway Bridge Over Ocean Parkway PY - 2005 SP - pp 73-83 AB - This paper presents the design of a 65.8 m (216 ft) long three span continuous, jointless bridge using the semi integral abutment concept to relieve the substructures of most of the seismic forces. As part of their capital program, the New York City Department of Transportation (NYCDOT) proposed to replace the rapidly deteriorating Belt Parkway Bridge over Ocean Parkway in Brooklyn, New York in 1999. On the basis of a competitive selection process, the Granite Halmar (contractor)/ Gannett Fleming (designer) team was selected for this replacement project, under a Design-Build contract. The bridge carries the Belt Parkway, a regional corridor traveled by 166,000 vehicles daily, over Ocean Parkway, a scenic landmark in south Brooklyn. The existing bridge was a two span steel multi girder structure with a wall type center pier and full height reinforced concrete abutments. The proposed bridge is a three span structure, longer and wider to span over the proposed service roads on Ocean Parkway underneath and to accommodate full width shoulders on the bridge. The three spans are 18.9 m (62 ft.), 32.8 m (108 ft.) and 14.1 m (46 ft.), respectively, for a total length of 65.8 m (216 ft.). The abutments consist of a single row of pipe piles supporting a concrete cap beam, and the piers are multi column bents with concrete capbeams supported by minipiles. The design incorporated the semi integral abutment concept, with the backwall cast integrally with the deck and the deck joint moved over to the approach slab beyond the abutment. In addition, the bridge was made continuous for live load at the piers by introducing girder splices over the piers. The structure was fixed at the west pier and allowed to expand at all other supports. Under a regular design, the continuity in the superstructure along with the fixity only at one pier would have resulted in extensive seismic forces on that one pier. However, under this proposed semi integral abutment concept with the backwalls cast integrally with the deck, the passive pressure generated by the embankment behind the backwalls was utilized in absorbing the seismic forces, thereby reducing the resulting seismic forces at the fixed west pier. In addition to eliminating deck joints, the use of stainless steel reinforcement, and the use of precast (Inverset) deck elements considerably enhanced the service life of the bridge, beyond the 50-year life required by NYCDOT. Due to staging of construction, the superstructure of the first half the bridge was erected in ten days and the second half of the bridge was also completed in record time. The bridge replacement was completed by November 2004, a month ahead of the already aggressive schedule. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge design KW - Brooklyn (New York, New York) KW - Case studies KW - Design build KW - Earthquake resistant design KW - Integral abutments KW - Jointless bridges KW - Staged construction UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850740 ER - TY - CONF AN - 01090093 AU - Hoppe, Edward J AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Field Study of Integral Backwall with Elastic Inclusion PY - 2005 SP - pp 257-269 AB - An integral bridge 100 m (331 ft) long was constructed with a layer of elasticized expanded polystyrene (EPS) 0.25 m (10 in) thick attached to the backwall. The bridge has been monitored for a period of 5 years following construction. Significantly attenuated lateral earth pressures have been recorded at the backwall. The settlement of the approach fill has been acceptable. Field data indicate that the elasticized EPS layer has been functioning effectively in allowing the superstructure to interact with the adjoining backfill material. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Backwall KW - Bridge superstructures KW - Expanded polystyrene KW - Field data KW - Integral bridges KW - Jointless bridges KW - Lateral earth pressures KW - Monitoring KW - Settlement (Structures) KW - Soil structure interaction KW - Trench backfill UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850783 ER - TY - CONF AN - 01090092 AU - Liu, David AU - Magliola, Robert A AU - Dunker, Kenneth F AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Integral Abutment Bridges – Iowa and Colorado Experience PY - 2005 SP - pp 136-147 AB - Integral abutment or jointless bridges have many advantages over full height abutment or stub abutment bridges. They eliminate or reduce expansion joints in bridge superstructures. They also simplify design, detailing, and construction. For the last several years, Parsons has designed more than a dozen integral abutment bridges in Iowa and Colorado. In this paper, the Iowa and Colorado design criteria for integral abutment bridges are reviewed. Case studies of integral abutment bridges for several projects are presented. The girder types used in these projects are welded steel plate girders, prestressed concrete I-girders, prestressed box girders, and buried slab on prestressed concrete I-girders or box girders. A variety of foundation systems, such as end bearing H-piles, friction bearing H-piles, drilled shafts, a combination of H-piles (or W sections) and drilled shafts, or caisson walls are used in these bridges. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Box girders KW - Bridge design KW - Bridge foundations KW - Case studies KW - Colorado KW - Drilled shafts KW - H piles KW - I girders KW - Iowa KW - Jointless bridges KW - Plate girders UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850757 ER - TY - CONF AN - 01090091 AU - Kerokoski, Olli AU - Laaksonen, Anssi AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Soil-Structure Interaction of Jointless Bridges PY - 2005 SP - pp 323-336 AB - In the research project presented in this paper the main subjects of interest are: earth pressures after cyclic abutment displacements, behavior of pavement near the abutments and bridge construction details. The instrumentation of Haavistonjoki Bridge at Tampere-Jyväskylä highway has been completed and is discussed in this paper. The results show, for example, that the behavior of large steel pipe piles under an integral abutment can be sufficiently predicted by structural calculations. The measured earth pressures on the bridge abutments were quite high because the backfill was well compacted. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge abutments KW - Bridge design KW - Displacement (Structural) KW - Earth pressure KW - Field studies KW - Instrumentation KW - Integral abutments KW - Jointless bridges KW - Pipe piles KW - Soil structure interaction UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850813 ER - TY - CONF AN - 01090090 AU - West Virginia University, Morgantown AU - West Virginia Department of Transportation AU - Federal Highway Administration TI - Integral Abutment and Jointless Bridges (IAJB 2005), March 16-18, 2005, Baltimore, Maryland PY - 2005 SP - 343p AB - These proceedings contain the papers from the 2005 conference on integral abutment and jointless bridges. The papers are organized according to the conference session in which they were presented. These sessions are as follows: (I) Current Practices with Design Guidelines and Foundation Design; (II) Case Studies; (III) Maintenance and Rehabilitation; and (IV) Construction Practices. U1 - Integral Abutment and Jointless Bridges (IAJB 2005)Federal Highway AdministrationWest Virginia Department of TransportationBaltimore,Maryland,United States StartDate:20050316 EndDate:20050318 Sponsors:Federal Highway Administration, West Virginia Department of Transportation KW - Bridge design KW - Bridge foundations KW - Bridge maintenance KW - Case studies KW - Conferences KW - Construction management KW - Guidelines KW - Jointless bridges KW - Maintenance KW - Rehabilitation (Maintenance) KW - State of the practice UR - http://www.cemr.wvu.edu/cfc/conference/Proceeding.pdf UR - https://trid.trb.org/view/850704 ER - TY - RPRT AN - 01080548 AU - Federal Highway Administration TI - Maintaining Traffic Sign Retroreflectivity (2005 Edition) PY - 2005///2005 Edition SP - 4p AB - Traffic signs provide an important means of communicating information to road users and signs need to be visible to be effective. This document provides supplemental information about the methods that can be used to maintain sign retroreflectivity at or above the Federal Highway Administration's (FHWA's) proposed minimum maintained retroreflectivity levels. KW - Highway traffic control KW - Maintenance KW - Maintenance practices KW - Retroreflectivity KW - Traffic signs KW - Visibility UR - http://www.ttap.mtu.edu/publications/2007/MaintainingTrafficSignRetroreflectivity2005.pdf UR - https://trid.trb.org/view/839622 ER - TY - CONF AN - 01076751 AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration TI - The AASHTO-FHWA Freight Transportation Partnership. Synthesis of Findings from the AASHTO/FHWA Survey, Web Casts, and Conference PY - 2005///Final Report SP - 55p AB - This paper describes how the American Association of State Highway Transportation Officials (AASHTO) and the Federal Highway Administration (FHWA) co-hosted a meeting of State Department of Transportation (DOT) freight officials, FHWA Division Office staff, and U.S. DOT headquarters staff, as well as private sector representatives, on April 26-27, 2005 in Columbus, Ohio. The objective of the conference was to define a position description framework for a State-Level Freight Coordinator(s) through the identification of the: (1) roles and responsibilities of a State-Level Freight Transportation Coordinator; (2) skill sets required for the Freight Transportation Coordinator position; and (3) organizational and institutional issues that need to be addressed to better advance freight transportation projects more effectively. Between 2000 and 2002, the FHWA Office of Freight Management and Operations (HOFM) conducted extensive outreach with freight stakeholders from both the public and private sectors in order to learn what was needed to enable freight transportation projects to better compete in the project selection process. The responses heard emphasized the need for better coordination and cooperation between the public and private sectors, new mechanisms for financing freight projects (innovative financing), better data and use of that data, and better professional capacity building. Additionally, the freight community expressed that having someone or several people within each state dedicated to making freight transportation improvements will be a necessity in order to spearhead these improvements. In response to the freight transportation improvement challenges being faced and the feedback from the outreach events, the U.S. Department of Transportation (DOT) included a provision for a State-Level Freight Coordinator in its proposed bill for surface transportation reauthorization, the "Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2003" (SAFETEA). Whether or not the position is actually included once SAFETEA is passed, FHWA and AASHTO both recognize the need for someone of a similar position in each state to help plan and operate a transportation system that accommodates freight movement needs. To set the stage for the Ohio conference, in February 2005, AASHTO conducted a survey of freight professionals in State DOTs to learn about their perspectives on freight transportation priorities and needs. Similarly, FHWA conducted a survey of FHWA Division Office professionals focused on freight transportation. Two online WebEx conferences were held to discuss the results of the survey and shape the agenda for the Columbus conference. U1 - The AASHTO-FHWA Freight Transportation Partnership. Synthesis of Findings from the AASHTO/FHWA Survey, Web Casts, and ConferenceAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationColumbus,OH,United States StartDate:20050426 EndDate:20050427 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - American Association of State Highway and Transportation Officials KW - Cargo handling equipment KW - Coordination KW - Freight operators KW - Freight traffic KW - Freight transportation KW - Partnerships KW - Public private partnerships KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Surveys KW - U.S. Federal Highway Administration KW - Websites (Information retrieval) UR - http://ops.fhwa.dot.gov/freight/documents/freight_partnership/index.htm UR - https://trid.trb.org/view/825907 ER - TY - RPRT AN - 01075508 AU - Federal Highway Administration TI - United States Highway 12, US 12/WIS 26 North Fort Atkinson Interchange to Whitewater bypass, Rock and Jefferson counties : environmental impact statement PY - 2005///Volumes held: Draft KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/834902 ER - TY - RPRT AN - 01075477 AU - Federal Highway Administration TI - MD 32 planning study, from MD 108 to Interstate 70, Howard County : environmental impact statement PY - 2005///Volumes held: Final KW - Environmental impact statements KW - Maryland UR - https://trid.trb.org/view/834871 ER - TY - RPRT AN - 01075414 AU - Federal Highway Administration TI - Southeastern Parkway and Greenbelt location study, cities of Chesapeake and Virginia Beach, Virginia : environmental impact statement PY - 2005///Volumes held: Draft KW - Environmental impact statements KW - Virginia UR - https://trid.trb.org/view/834808 ER - TY - RPRT AN - 01075381 AU - Federal Highway Administration TI - United States Highway (USH) 41, Oconto to Peshtigo, Marinette and Oconto counties : environmental impact statement PY - 2005///Volumes held: Draft, Final KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/834775 ER - TY - RPRT AN - 01075371 AU - Federal Highway Administration TI - Tri-county Parkway Location study, Prince William, Fairfax, and Loudoun counties : environmental impact statement PY - 2005///Volumes held: Draft KW - Environmental impact statements KW - Virginia UR - https://trid.trb.org/view/834765 ER - TY - RPRT AN - 01075259 AU - Federal Highway Administration TI - 11400 South study area : environmental impact statement PY - 2005///Volumes held: Draft, Dapp, Final KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/834653 ER - TY - RPRT AN - 01075240 AU - Federal Highway Administration TI - Eastern Corridor multi-modal projects, Hamilton and Clermount counties : environmental impact statement PY - 2005///Volumes held: Draft, Final KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/834634 ER - TY - RPRT AN - 01075178 AU - Federal Highway Administration TI - US 33, Nelsonville Bypass, Hocking and Athens counties : environmental impact statement PY - 2005///Volumes held: Draft, Final KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/834572 ER - TY - RPRT AN - 01075149 AU - Federal Highway Administration TI - I-69 section of independent utility 13, El Dorado to McGehee : environmental impact statement PY - 2005///Volumes held: Draft, F KW - Arkansas KW - Environmental impact statements UR - https://trid.trb.org/view/834543 ER - TY - RPRT AN - 01075127 AU - Federal Highway Administration TI - Fernan Lake Road safety improvement project, Koontenai County : environmental impact statement PY - 2005///Volumes held: Draft, Final KW - Environmental impact statements KW - Idaho UR - https://trid.trb.org/view/834521 ER - TY - RPRT AN - 01075091 AU - Federal Highway Administration TI - U.S. 159 Missouri River crossing, Richardson Country, Nebraska to Holt County, Missouri : environmental impact statement PY - 2005///Volumes held: Draft, F KW - Environmental impact statements UR - https://trid.trb.org/view/834485 ER - TY - RPRT AN - 01075063 AU - Federal Highway Administration TI - South Omaha Veterans Memorial Bridge, Omaha, Nebraska and Council Bluffs, Iowa : environmental impact statement PY - 2005///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/834457 ER - TY - RPRT AN - 01075023 AU - Federal Highway Administration TI - Proposed widening and reconstruction, I-75 from M-102 to M-59, Oakland County : environmental impact statement PY - 2005///Volumes held: Draft, Final KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/834417 ER - TY - RPRT AN - 01074936 AU - Federal Highway Administration TI - Kansas Lane Connector : environmental impact statement PY - 2005///Volumes held: Draft, Final KW - Environmental impact statements KW - Louisiana UR - https://trid.trb.org/view/834330 ER - TY - RPRT AN - 01074831 AU - Federal Highway Administration TI - I-49 South, Lafayette Regional Airport to LA 88, Route US 90, Iberia, Lafayette, and St. Martin parishes : environmental impact statement PY - 2005///Volumes held: Draft, F KW - Environmental impact statements KW - Louisiana UR - https://trid.trb.org/view/834225 ER - TY - RPRT AN - 01074722 AU - Federal Highway Administration TI - Interstate 64/Route 40 Corridor, City of St. Louis and St. Louis County : environmental impact statement PY - 2005///Volumes held: Draft(2v), F(2v) KW - Environmental impact statements KW - Missouri UR - https://trid.trb.org/view/834116 ER - TY - RPRT AN - 01074693 AU - Federal Highway Administration TI - Newberg-Dundee Transportation Improvement Project, Bypass Element location (tier 1), Yamhill County : environmental impact statement PY - 2005///Volumes held:D, Final, Final Appendix(2v) KW - Environmental impact statements KW - Oregon UR - https://trid.trb.org/view/834087 ER - TY - RPRT AN - 01074226 AU - Federal Highway Administration TI - Route 67 corridor project, Madison, Wayne and Butler counties : environmental impact statement PY - 2005///Volumes held: Draft, Final KW - Environmental impact statements KW - Missouri UR - https://trid.trb.org/view/833620 ER - TY - RPRT AN - 01073913 AU - Federal Highway Administration TI - Project I.D. 1390-04-00, Janesville to Watertown, STH 26, Rock, Jefferson, and Dodge counties, Wisconsin : environmental impact statement PY - 2005///Volumes held: Draft, Final(2v) KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/833307 ER - TY - RPRT AN - 01033058 AU - Federal Highway Administration AU - Federal Transit Administration TI - Highway and Rail Transit Tunnel Inspection Manual - 2005 Edition PY - 2005 SP - 112p AB - This manual is an update to the version issued in 2003. It provides specific information for the inspection of both highway and rail transit tunnels. Although several components are similar in both types of tunnels, a few elements are specific to either highway or rail transit tunnels and are defined accordingly. The manual is presented in five chapters. Chapter 1, Introduction, presents a brief history of the project development and outlines the scope and contents of the manual. Chapter 2, Tunnel Construction and Systems, defines the major tunnel systems and describes how they relate to both highway and rail transit tunnels. There are four sub-chapters on tunnel types, ventilation systems, lighting systems, and other systems/appurtenances. Chapter 3, Fundamentals of Tunnel Inspection, presents the basic steps that must be properly accomplished for the end product of the inspection to be useful to the tunnel owner for planning purposes. These steps, briefly stated, are inspector qualifications, responsibilities of the individual inspection team members and the tunnel owner, equipment/tools that may be required to perform the inspections, preparation, methods of access, and safety practices. Chapter 4, Inspection Procedures - General Discussion, presents recommended frequencies and specific defects to look for in each of the following categories: structural elements, mechanical systems, electrical systems, and other systems/appurtenances. Chapter 5, Inspection Documentation, offers suggestions on how to properly record the results of an in-depth inspection. KW - Access KW - Highways KW - Inspection KW - Inspection documentation KW - Inspection equipment KW - Inspectors KW - Lighting systems KW - Manuals KW - Occupational safety KW - Preparation KW - Procedures KW - Qualifications KW - Rail transit KW - Responsibilities KW - Tunnels KW - Types of tunnels KW - Ventilation systems UR - http://www.fhwa.dot.gov/bridge/tunnel/inspectman.pdf UR - https://trid.trb.org/view/790024 ER - TY - RPRT AN - 01030778 AU - Bartholomew, Keith AU - University of Utah, Salt Lake City AU - Federal Highway Administration TI - Integrating Land Use Issues into Transportation Planning: Scenario Planning PY - 2005///Summary Report SP - 34p AB - Over the past 15 years, land use-transportation scenario planning has become an increasingly common technique in regional and sub-regional planning processes. This study investigates the breadth of the technique and some of the themes that are emerging by reviewing 80 scenario planning projects from more than 50 metropolitan areas in the U.S. The study identifies the antecedents to current land use-transportation scenario planning, observes trends emerging from the recent examples, and explores whether the technique has entered the state of the practice in land use-transportation planning. The study provides references to an annotated bibliography and a digital library containing information on source data. KW - Land use planning KW - Metropolitan areas KW - Regional planning KW - State of the practice KW - Subregional planning KW - Transportation planning KW - Trend (Statistics) UR - http://faculty.arch.utah.edu/bartholomew/SP_SummaryRpt_Web.pdf UR - https://trid.trb.org/view/787780 ER - TY - RPRT AN - 01029722 AU - Federal Highway Administration TI - Revised Monograph on Traffic Flow Theory PY - 2005 SP - v.p. AB - This publication is an update and expansion of the Transportation Research Board (TRB) Special Report 165, "Traffic Flow Theory," published in 1975. The report consists of ten chapters, representing the most updated and unique compilation of knowledge in the field of traffic flow theories. These chapters are: (1) Introduction, (2) Traffic Stream Characteristics, (3) Human Factors, (4) Car Following, (5) Continuum Flow Models, (6) Macroscopic Flow Models, (7) Traffic Impact Models (safety, fuel consumption, and air quality), (8) Unsignalized Intersections, (9) Signalized Intersections, and (10) Traffic Simulation. Chapters 3 and 5 are two completely new chapters in this report. KW - Air quality KW - Car following KW - Continuum models KW - Continuum traffic flow KW - Fuel consumption KW - Human factors KW - Macroscopic traffic flow KW - Signalized intersections KW - Traffic characteristics KW - Traffic flow theory KW - Traffic models KW - Traffic safety KW - Traffic simulation KW - Unsignalized intersections UR - http://www.fhwa.dot.gov/publications/research/operations/tft/ UR - https://trid.trb.org/view/786641 ER - TY - CONF AN - 01026099 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Wachs, Martin TI - What Are the Challenges to Creating Sustainable Transportation? How Can Transportation Systems Become More Sustainable? SN - 0309094186 PY - 2005 IS - 37 SP - pp 44-52 AB - The author assesses how transportation planners, policy makers, and public officials can take actions that will move us along a path toward sustainable transportation. He poses several questions concerning sustainability and transportation. Among these questions are the following: Can progress toward sustainability in transportation be achieved in the United States primarily through technological changes in vehicles, power trains, and fuels? Is it cost-effective to rely primarily on technological approaches? Can changes in statewide and metropolitan planning contribute in a meaningful way to sustainability? Can American society, through education and marketing, achieve a sufficient shift to more sustainable modes of transportation, including walking, cycling, and public transit use, to warrant an increasing focus on such strategies in our approach to sustainability? Can American transportation policy adopt more direct approaches to regulating travel choices and behavior? He believes that the answers to these questions will be the key to the sustainability debate that will characterize American transportation policy for many years to come. U1 - Conference on Introducing Sustainability into Surface Transportation PlanningTransportation Research BoardFederal Highway AdministrationEnvironmental Protection AgencyBaltimore,Maryland,United States StartDate:20040711 EndDate:20040713 Sponsors:Transportation Research Board, Federal Highway Administration, Environmental Protection Agency KW - City planning KW - Modal shift KW - Mode choice KW - Regional planning KW - Sustainable development KW - Sustainable transportation KW - Technological innovations KW - Transportation planning KW - Transportation policy KW - Travel behavior UR - http://onlinepubs.trb.org/onlinepubs/conf/CP37.pdf UR - https://trid.trb.org/view/783402 ER - TY - CONF AN - 01026098 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Black, William R TI - Sustainable Transport: Definitions and Responses SN - 0309094186 PY - 2005 IS - 37 SP - pp 35-43 AB - This paper was prepared in response to the two questions noted in the conference program: What are the ranges of definitions of sustainable transportation in practice today? How do these definitions affect how transportation sustainability is addressed? The first requires an inventory approach to what is out there and what has been in fashion in the way of definitions over the past 10 to 15 years. Those looking for consensus will probably not find it here. The second question is a little more difficult, if not impossible, to answer in a precise way. There are two reasons. First, we can't really say how something is being addressed if we have no general agreement on what it is. Second, the major purpose of this conference is to try to get sustainability types of notions into the transport planning process, and this suggests that at least up to now it has not been addressed. Therefore, before we examine the second question we will at least suggest some of the components of a sustainable transport system on the basis of the definitions and other literature. Given this background, we can then suggest some actions that have been taken toward making the transport system sustainable with regard to these components. U1 - Conference on Introducing Sustainability into Surface Transportation PlanningTransportation Research BoardFederal Highway AdministrationEnvironmental Protection AgencyBaltimore,Maryland,United States StartDate:20040711 EndDate:20040713 Sponsors:Transportation Research Board, Federal Highway Administration, Environmental Protection Agency KW - Definitions KW - Sustainable development KW - Sustainable transportation KW - Transportation planning UR - http://onlinepubs.trb.org/onlinepubs/conf/CP37.pdf UR - https://trid.trb.org/view/783400 ER - TY - CONF AN - 01026097 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board TI - Integrating Sustainability into the Transportation Planning Process SN - 0309094186 PY - 2005 IS - 37 SP - 67p AB - The conference brought together 70 people from across the transportation, energy, environmental, land use, planning, and public policy communities?at national, state, and local levels and from the public and the private sectors?to exchange perspectives on the challenges and potential solutions to the challenges of integrating sustainability concerns into the transportation planning process. These conference proceedings contain the welcoming remarks by Jim Shrouds and David L. Greene, a brief summary of the keynote address by Thomas B. Deen, presentations on transportation sustainability indicators, reports on concurrent sessions and a panel discussion, summaries of the comments of the luncheon speakers Lewis Dale and Emil Frankel, a list of the posters from the poster session, and two resource papers. After the conference, the Transportation Research Board Committee for the Conference on Introducing Sustainability into Surface Transportation Planning convened to develop its findings, which were based largely on the presentations and discussion at the conference. The committee's findings and recommendations are included in these proceedings. They are organized into four sections: Issues of sustainability; Vision of a sustainable transportation system; State of the practice; and Strategies for integrating sustainability concepts into transportation planning. U1 - Conference on Introducing Sustainability into Surface Transportation PlanningTransportation Research BoardFederal Highway AdministrationEnvironmental Protection AgencyBaltimore,Maryland,United States StartDate:20040711 EndDate:20040713 Sponsors:Transportation Research Board, Federal Highway Administration, Environmental Protection Agency KW - Conferences KW - State of the practice KW - Strategic planning KW - Sustainable development KW - Sustainable transportation KW - Transportation planning UR - http://onlinepubs.trb.org/onlinepubs/conf/CP37.pdf UR - https://trid.trb.org/view/783395 ER - TY - CONF AN - 01025834 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board TI - Safe Mobility for Older Americans PY - 2005 IS - 2 SP - 62p AB - The purpose of the conference was to review what had been accomplished in research and implementation since the publication of Transportation Research Board (TRB) Special Report 218, "Transportation in an Aging Society" (1988), and to identify future research and implementation needs for achieving safer mobility for older persons. The conference committee commissioned research papers to be presented and discussed at the conference, planned all aspects of the conference program, and met after the conference to review the information generated and to deliberate on its findings and recommendations for future research and program initiatives designed to meet the challenges ahead. The result of these activities is publication of two separate documents that together provide a comprehensive update to "Transportation in an Aging Society." The first, Conference Proceedings 27: "Transportation in an Aging Society: A Decade of Experience" (TRB, 2004), contains the technical papers commissioned by the committee and presented at the conference. This companion document, "Safe Mobility for Older Americans," contains the committee's summary of research accomplishments during the past decade, committee recommendations, and a discussion of crosscutting issues. This document briefly introduces the problem: American is an aging society. As the proportion of older persons grows and they experience the functional declines that often accompany the aging process, their safe mobility will become a significant national issue. A discussion of the history of research in this area and suggestions concerning the future magnitude of potential safety issues based on census projections and current crash rates are included. These introductory materials are followed by a series of committee recommendations that build on those offered by Special Report 218. The committee developed its recommendations on the basis of its deliberations, analyses, and judgment. It drew on the wealth of information generated by the conference as well as on other sources. The recommendations are organized by topic area: strategic considerations, drivers, vehicles, roadway environment, and alternative transportation. Each section also addresses research needs for the specific area of inquiry. The chapter on crosscutting issues is presented to frame this complex discussion properly. Identifying and characterizing the safe mobility needs associated with older persons lead to an understanding that the issues cannot be isolated by discipline, organization, population segment, transportation mode, or any other taxonomy. This document concludes with a brief summary of the research recommendations offered by the individual authors of the technical papers. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged KW - Aged drivers KW - Alternatives analysis KW - Conferences KW - Future research KW - Highway design KW - Mobility KW - Recommendations KW - Research KW - Safety KW - Strategic planning KW - Transportation policy KW - Vehicle design UR - http://onlinepubs.trb.org/onlinepubs/conf/CPW2.pdf UR - https://trid.trb.org/view/783300 ER - TY - CONF AN - 01023611 AU - Bury, Mark A AU - Nmai, Charles AU - International Society for Concrete Pavements TI - Innovative Admixture Technology Facilitates Rapid Repair of Concrete Pavements PY - 2005 SP - pp 441-452 AB - Recent developments in admixture technology can dramatically modify and control both the rheological and hardened properties of concrete. Using the right combination of specific admixtures and appropriate mixture proportions are the first steps towards producing concrete with the desired performance attributes. For example, a system of innovative admixtures can now produce a novel concrete mix that facilitates the rapid repair of concrete pavements that permits opening to traffic within just 4 hours after concrete placement. This paper provides a description of the concrete system and its components, includes test data, and contains a review of successful projects, and demonstrations for local and national transportation agencies. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Admixtures KW - Concrete KW - Concrete pavements KW - Concrete placing KW - Hardness KW - Maintenance KW - Rheological properties KW - Technology UR - https://trid.trb.org/view/778868 ER - TY - CONF AN - 01023610 AU - Anandjiwala, Prafulbhai AU - Kalaniya, Yusuf AU - Sabnis, Gajanan M AU - International Society for Concrete Pavements TI - Development of High Performance Concrete Pavement Material: Recent Studies in India PY - 2005 SP - pp 474-484 AB - Cement concrete construction in today's developing countries is very common and the use of concrete is increasing day by day in many folds. Concrete is the most versatile material in today's world in the construction of buildings, bridges and roadwork etc. During the use of this high grade cement within last decade, pre-mature cracking was observed during construction in the western zone of the India as a result of the early setting coupled with high shrinkage cracks. These problems initiated this research to develop admixture presented herein. Rock Concrete Hardener (RCH) is a graded aggregate with metallic particles of chemically processed iron. It provides strength, durability and hard surface for the finished concrete. Metallic reaction of RCH in the mixture gives higher values in both compressive and flexural strengths as compared to the normal concrete and better performance. It is a specially designed component to produce high performance concrete economically with fly ash. As a result, the concrete thickness can be reduced for pavements, highways and other applications. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Admixtures KW - Aggregates KW - Bridges KW - Building KW - Cement KW - Concrete construction KW - Concrete pavements KW - Cracking KW - Durability KW - Flexural strength KW - Fly ash KW - India KW - Iron KW - Pavement performance KW - Roads KW - Rock concrete hardener (RCH) KW - Shrinkage KW - Strength of materials KW - Thickness UR - https://trid.trb.org/view/780500 ER - TY - CONF AN - 01023609 AU - Larson, Roger M AU - Smith, Kurt D AU - International Society for Concrete Pavements TI - Alternative Dowel Bars for Load Transfer in Jointed Concrete Pavements PY - 2005 SP - pp 415- 439 AB - Concerns over the long-term effectiveness of epoxy coatings of dowel bars have motivated some agencies to investigate the use of alternative dowel bar materials. Alternative dowel bars are either constructed of a non-corrodible material or contain a non-corrodible cladding for protection against corrosion. The need for a long-lasting dowel bar design has become even more acute as many highway agencies are exploring the development of long-life portland cement concrete (PCC) pavements, ones that are capable of providing service lives of 40, 50, or even 60 years. Under Test and Evaluation Project 30 (TE-30), High Performance Concrete Pavements (HPCP), the Federal Highway Administration (FHWA) is exploring the applicability of innovative PCC pavement design and construction concepts, including the use of alternative dowel bars. Several projects incorporating alternative dowel bars have been constructed under that program, and interest in these projects is high. At the same time, the Highway Innovative Technology Evaluation Center (HITEC) is sponsoring an evaluation the HPCP projects that specifically compare the performance of 38-mm (1.5-in.) diameter fiber reinforced polymer (FRP) composite or Type 304 solid or concrete-filled tubes to standard epoxy-coated steel dowels. This paper summarizes some of the types of alternative dowel bars currently available for use in jointed concrete pavement (JCP) construction, describes some of their advantages and disadvantages, and reviews some of the recent field projects constructed under the TE-30 or related programs that incorporate alternative dowel bars. In addition, a brief summary of related laboratory or accelerated pavement testing on alternative dowel bars is provided. Recommendations for additional research and field testing are also presented. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete pavements KW - Construction KW - Corrosion KW - Epoxy coatings KW - Field tests KW - High performance concrete KW - Laboratory tests KW - Load transfer KW - Pavement design KW - Portland cement concrete KW - Service life KW - Test and Evaluation Project 30 (TE-30) KW - Tie bars KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/778866 ER - TY - CONF AN - 01023608 AU - Snyder, Mark B AU - International Society for Concrete Pavements TI - An Evaluation of Cathodically Protected Dowels for Concrete Pavements PY - 2005 SP - pp 392-414 AB - Passive cathodic protection is an accepted form of corrosion protection that has now been applied to dowel bars in the form of a zinc alloy sleeve that is mechanically drawn tight over a carbon steel dowel. The zinc sleeve acts as a barrier to carbon steel corrosion and serves as a sacrificial anode in a system of cathodic protection. Samples of this dowel product were immersed in a 5% sodium chloride solution. Samples of competing metallic dowel products were tested side-by-side. Within 24 hours, iron corrosion products were visible in all test beakers except for the ones containing the zinc alloy-sleeved dowels. The test was continued for 12 weeks with weekly measurement of iron loss (and zinc loss, where applicable). The cathodically protected dowels exhibited no significant iron loss while the epoxy-coated bars lost 40-90 times as much iron. The stainless steel-sleeved bars lost 5 to 6 times more iron than did the epoxy-coated bars due to a reverse cathodic protection effect. Dowel pullout tests were performed at an independent laboratory. The results suggest that the zinc alloy-sleeved product meets typical pullout test requirements without a lubricant or coating of any type. Accelerated load testing in pavement test slabs is underway and preliminary results look good. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Carbon steel KW - Cathodic protection KW - Concrete pavements KW - Corrosion protection KW - Epoxy coatings KW - Laboratory tests KW - Load tests KW - Measurement KW - Sacrificial anodes KW - Slabs KW - Sleeves (Electricity) KW - Sodium chloride KW - Tie bars KW - Zinc alloys UR - https://trid.trb.org/view/778860 ER - TY - CONF AN - 01023607 AU - Delatte, Norbert Joseph AU - Amer, Nader AU - Storey, Chris AU - International Society for Concrete Pavements TI - Effect of Density on Strength and Freeze-Thaw Durability of Roller Compacted Concrete PY - 2005 SP - pp 268-282 AB - Roller compacted concrete (RCC) is a durable, economical, low-maintenance material for low speed heavy duty paving applications. However, it is difficult to prepare laboratory specimens to represent field performance, because RCC is very dry and requires considerable compactive effort to achieve field densities. The gyratory compactor, commonly used to prepare hot mix asphalt specimens, may be used in preparing specimens for laboratory testing. Materials and mix designs from two industrial paving projects were used to prepare specimens for comparison. Results indicated that the gyratory compactor produced specimens with mechanical properties consistent with those achieved in the field. Specimens had high strength and consistent density, with low variability. Laboratory specimens achieved density and strength comparable with cores extracted from field test strips. The effects of water-cement ratio and degree of compaction on the freeze-thaw resistance of gyratory compacted RCC were also investigated. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Compaction KW - Compactors KW - Cores (Specimens) KW - Density KW - Economical KW - Field tests KW - Freeze thaw durability KW - Gyratory compactors KW - Hot mix asphalt KW - Laboratory tests KW - Low maintenance KW - Materials KW - Mechanical properties KW - Mix design KW - Roller compacted concrete KW - Strength of materials KW - Variables KW - Water cement ratio UR - https://trid.trb.org/view/778829 ER - TY - CONF AN - 01023606 AU - Weiss, William R AU - Bryan, Bob AU - International Society for Concrete Pavements TI - The High Performance of the Concrete at the Shuttle Landing Facility PY - 2005 SP - pp 1222-1230 AB - The Shuttle Landing Facility (SLF) located at the Kennedy Space Center (KSC), Florida (FL), is the prime landing location for orbiters returning from space. The facility was constructed in the mid-1970's to address the need of having a landing facility near the Space Shuttle launch site. The primary pavements were constructed of portland cement concrete (PCC) and have performed very well up to this point, in part due to an on-going aggressive maintenance approach. Stringent operational requirements make this runway unique in several ways, and maintaining the runway surface to a high standard is critical. Condition measurements have been conducted on a biennial basis and provide an update for the SLF staff on areas in need of immediate repair, as well as tracking the overall deterioration patterns and planning for future maintenance efforts. The SLF is a tremendous example of how to maintain a pavement network in excellent condition for as long as possible. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Airport runways KW - Concrete pavements KW - Florida KW - Landing fields KW - Launch site KW - Maintenance KW - Portland cement concrete KW - Requirements KW - Shuttle Landing Facility UR - https://trid.trb.org/view/780957 ER - TY - CONF AN - 01023605 AU - Flom, Ewa R AU - Darter, Michael I AU - International Society for Concrete Pavements TI - Remaining Service Life of Concrete Pavements PY - 2005 SP - PP 1290-1302 AB - A proactive approach to protecting or maximizing the investment of concrete pavements requires periodic assessment of the pavement condition to determine deficiencies and predict deterioration patterns. Pavement management strategies must be employed at an optimal time in order to attain the most cost effective maintenance and rehabilitation solutions for the structure. Determining the remaining pavement service life is critical for making better decisions about preservation treatments, rehabilitation, or reconstruction. This paper discusses three key approaches developed for determining concrete pavement remaining service life (RSL) and presents case studies demonstrating the use of each method. The three methods include an empirical based procedure, a new approach based on survival curves, and a comprehensive mechanistic based procedure using the new National Cooperative Highway Research Program (NCHRP) Project 1-37A analysis methodology. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete pavements KW - Cost effectiveness KW - Deficiencies KW - Deterioration KW - Empirical methods KW - Mechanistic design KW - National Cooperative Highway Research Program KW - Pavement management systems KW - Rehabilitation (Maintenance) KW - Service life KW - Survival UR - https://trid.trb.org/view/781019 ER - TY - CONF AN - 01023604 AU - Harvey, J AU - Lee, E B AU - Lamour, V AU - Kannekanti, V AU - Bian, Y AU - International Society for Concrete Pavements TI - Concrete Pavement in Desert Environments: An Investigation of Design and Construction Issues PY - 2005 SP - pp 299-321 AB - The extreme conditions of desert environments present special challenges for the design and construction of concrete pavement. These conditions include very low humidity, high winds, high temperatures, and high diurnal temperature changes that increase the risk of cracking, both soon after construction under loads caused solely by environmental conditions and the curing of the concrete, and in the long term under the combined effects of the environment and traffic. This paper summarizes the results of several projects that developed recommendations for concrete pavements in the desert of Southern California. These investigations included a sensitivity analysis based on tens of thousands of runs of the HIPERPAV software for various climate regions in the state and long-term monitoring of four pavement sections from construction through the first several years of heavy traffic for comparison with HIPERPAV predictions. They also included the evaluation of design strategies for tying new truck lanes to existing passenger car lanes, and evaluation of pavement design and mix options using the National Cooperative Highway Research Program (NCHRP) 1-37A software. The results have been used to make recommendations for best practice for these conditions to maximize the life of the pavements. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Best practices KW - Concrete curing KW - Concrete pavements KW - Construction KW - Deserts KW - Environment KW - Evaluation KW - High occupancy vehicle lanes KW - High temperature KW - HIPERPAV (Computer program) KW - Humidity KW - Monitoring KW - Pavement cracking KW - Pavement design KW - Recommendations KW - Sensitivity analysis KW - Southern California KW - Traffic KW - Truck lanes KW - Wind UR - https://trid.trb.org/view/778834 ER - TY - CONF AN - 01023603 AU - Gharaibeh, Nasir G AU - Smith, Kelly L AU - Plei, Michael N AU - International Society for Concrete Pavements TI - A Methodology for Evaluating the Cost-Effectiveness of CRCP Design Features PY - 2005 SP - pp 658-673 AB - Continuously reinforced concrete pavement (CRCP) evolved out of a desire to minimize joint-related distresses and improve long-term smoothness of the pavement by eliminating transverse contraction joints. In CRCP, longitudinal reinforcing steel is continuous throughout the pavement length to hold cracks tight. A methodology for evaluating the cost-effectiveness of key CRCP design features and optimizing CRCP design was developed and presented. In this methodology, performance and cost data are combined to evaluate the cost-effectiveness of pavement design features and to determine the optimum combination of these features which has lowest life cycle cost (LCC). The developed methodology was used to examine the cost-effectiveness of five of the more influential CRCP design features PCC slab thickness, longitudinal steel reinforcement content, base type and thickness, shoulder type and thickness, and PCC slab width. A detailed life-cycle cost analysis (LCCA) of 13 current CRCP designs utilizing different combinations of these five design features was conducted using best estimates of the relative costs and performance effects of each of these design features. The cost data were obtained from State and contractors surveys, as well as published cost data and bid tabs. The performance data were obtained from State and contractors surveys, as well as empirical and mechanistic-empirical pavement performance prediction models. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Continuously reinforced concrete pavements KW - Contraction joints KW - Cost effectiveness KW - Life cycle costing KW - Longitudinal reinforcement KW - Mathematical prediction KW - Methodology KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Slabs KW - Smoothness KW - Surveys KW - Thickness KW - Transverse joints KW - Width UR - https://trid.trb.org/view/780820 ER - TY - CONF AN - 01023602 AU - Rollings, Raymond S AU - International Society for Concrete Pavements TI - Why Do Our Concrete Pavements Still Fail? PY - 2005 SP - 167-180 AB - Despite an unprecedented growth in our knowledge and analytical ability, concrete pavements continue to fail more often than we would like. This paper examines a variety of failures encountered by the author in order to try to draw some overall conclusions on why we continue to have such failures. By understanding the types of situations that lead to failure in practice, we may identify how to avoid their reoccurrence in the future. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete pavements KW - Failure KW - Knowledge UR - https://trid.trb.org/view/778810 ER - TY - CONF AN - 01023601 AU - Buch, Neeraj AU - Vongchusiri, Kaenvit AU - Meeker, Brian AU - Command, Michael AU - Ardani, Ahmad AU - International Society for Concrete Pavements TI - Accelerated Repair of Jointed Concrete Pavement (JCP) Using Precast Concrete Panels-Colorado Experience PY - 2005 SP - pp 840-856 AB - One hundred and fifty seven distressed concrete slabs were rehabilitated with precast concrete panels at 18 separate locations along the I-25 corridor north of Denver between Mead and Loveland during October and November, 2003. The purpose of this study was to document the feasibility of precast panels as a "fast track" repair alternative. The panel thicknesses ranged from 5.5 in. to 7.25 in. and panel lengths varied from 12 ft to 20 ft. The repair clusters consisted of 2-8 slabs connected by fiber glass ties. High Density Polyurethane (HDP) foam was used to stabilize and slab jack the panels to match elevations. The transverse and longitudinal joints were backfilled using joint bonding material. The majority of panels were diamond ground to ensure acceptable ride quality. The entire project was completed in fifty four days. The parameters considered to establish initial repair effectiveness include (i) construction speed and (ii) structural integrity in terms of deflection (uniformity of support). U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete pavements KW - Construction speed KW - Deflection KW - Denver (Colorado) KW - Diamond ground KW - High density polyurethane KW - Longitudinal joints KW - Panels KW - Precast concrete KW - Repairing KW - Ride quality KW - Slabs KW - Structural integrity KW - Thickness KW - Transverse joints UR - https://trid.trb.org/view/780884 ER - TY - CONF AN - 01023600 AU - Jang, Sehoon AU - Mukhopadhyay, Anal K AU - Zollinger, Dan G AU - International Society for Concrete Pavements TI - Hydration Modulation Measures to Mitigate the Negative Effects of Paving Concrete in Hot Weather PY - 2005 SP - pp 322-339 AB - Concrete Placement above a temperature of 35 deg C (95 deg F) is typically prohibited in many specifications for construction due to concerns over early-aged cracking, early stiffening, increasing setting temperature, and reduction of ultimate concrete strength etc. A common way to control or modulate the concrete placement temperature has been to cool the concrete constituents ( e.g., aggregates and water) or the concrete mixture by using ice or injecting liquid nitrogen. However, these temperature modulation measures often increase the cost of the concrete. In the present study, an attempt has been made through laboratory testing to investigate the effect of hydration modulation measures such as modifying mixture proportions in terms of fly ash proportions in order to combat the negative effect of high temperature placement. Use of fly ash contents greater than 25-30% is an affective way to control the high heat generation and excessive drying shrinkage that is characteristic of high placement temperature and can mitigate the negative effect of high set temperature gradients that can result from placing artificially-cooled concrete under hot weather conditions. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete KW - Concrete placing KW - Costs KW - Cracking of concrete pavements KW - Fly ash KW - Hot weather construction KW - Hydration KW - Ice KW - Laboratory tests KW - Liquid nitrogen KW - Shrinkage KW - Stiffness KW - Strength of materials KW - Temperature control UR - https://trid.trb.org/view/778835 ER - TY - CONF AN - 01023599 AU - Hachiya, Yoshitaka AU - Ito, Akihiko AU - Tanaka, Hideki AU - International Society for Concrete Pavements TI - Application of Precast RC Slab Pavement at Airports PY - 2005 SP - pp 1231-1246 AB - Concrete pavements are generally used for airport aprons. Recently, concrete has often been applied also to taxiways in response to the recent introduction of larger aircraft and increased aircraft operations. As a practical measure for constructing concrete pavements without the need to close the facilities, the precast prestressed concrete slab pavement has been used hitherto. However, certain problems with this system, such as jointing system and construction cost, have been noted. This study seeks to overcome these problems by introducing a pavement system using precast reinforced concrete (PRC) slabs using high-strength concrete with cotter joints. First, both the PRC slab and cotter joint were analyzed using Westergaard's formula and a finite element method, and then the system was examined experimentally with small specimens. Design principles for both the PRC slabs and cotter joints were then developed. Finally, experimental pavements were constructed with several PRC slabs and cotter joints, and the repetitive loading tests with B747 landing gear were conducted. The durability of both the PRC slab and the cotter joint were verified through the loading test. On the basis of this work, a structural design procedure for PRC slab pavements at airports was established. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Airports KW - Aprons (Airports) KW - Concrete pavements KW - Construction KW - Costs KW - Cotters KW - Durability KW - Finite element method KW - Load tests KW - Pavement joints KW - Precast concrete KW - Prestressed concrete pavements KW - Reinforced concrete KW - Slabs UR - https://trid.trb.org/view/780958 ER - TY - CONF AN - 01023598 AU - Zollinger, Corey J AU - Zollinger, D G AU - Little, D N AU - Godiwalla, A AU - International Society for Concrete Pavements TI - Innovative Approach to Pavement Rehabilitation Analysis and Design of Runway (R/W) 15L-33R at George Bush Intercontinental Airport (IAH) in Houston, TX PY - 2005 SP - pp 1101-1119 AB - In late 2003, the City of Houston determined Runway (R/W) 15L-33R at George Bush Intercontinental Airport/Houston (IAH) should be rehabilitated in order to provide an additional 20 years of useful life. The City required the Engineering Consultants to provide two possible pavement rehabilitation options one of which to include a portland cement concrete (PCC) overlay or remove and reinstall the keel section. The existing runway was originally constructed under 3 different contracts. The original contract constructed the North 2440 m(sta 0+003 to sta 0+027) in 1968 and consisted of a 200 mm sand-shell subbase with a 304 mm PCC slab which was later overlaid with a 457 mm PCC partially bonded overlay in 1976. At the same time, a 1220 m extension was added on the south end (sta 0+027 to sta 0+039) which consisted of a 533 mm PCC layer over a 152 mm asphalt treated subbase. The rehabilitation strategy proposed for this project was developed by using an innovative approach to interlayer stiffness in determining the existing condition of the runway, performing both fatigue and deflection analyses on the existing pavement structure for each section, and finally identifying pavement design criteria to configure each rehabilitation strategy. The fatigue analysis was not elaborate and was determined by the Layered Elastic Airport Pavement Design software (LEDFAA v1.3), taking into account damage by the critical stress imposed by each aircraft included in the runway traffic mix. Since LEDFAA does not consider the accumulation of permanent deformation in the subgrade under deflection imposed by each aircraft, deflection criteria were developed in order to give a more complete picture of what different rehabilitation options offer performance-wise. Deflection design criteria were formulated to prevent permanent deformation in the subgrade due to loads imposed by the heavy aircraft included in the runway traffic mix. Permanent deformation of this nature may lead to loss of support below the slab. As greater demands are being placed on airport systems by increasing traffic and loading, improved pavement rehabilitation analysis and design methods are needed to fully account for all factors manifest in the condition of the pavement. This paper presents an innovative approach to account for the many factors influencing concrete pavement stiffness regarding the design and analysis of rehabilitation alternatives. The approach described affords practitioners a tool to realistically take into account current pavement conditions and future traffic loadings. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Aircraft KW - Airport runways KW - Asphalt KW - Deflection KW - Deformation KW - Design KW - Engineers KW - Fatigue (Mechanics) KW - Houston (Texas) KW - Innovation KW - Overlays (Pavements) KW - Pavement design KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Slabs KW - Stiffness KW - Subbase (Pavements) KW - Urban highways UR - https://trid.trb.org/view/780939 ER - TY - CONF AN - 01023597 AU - Lane, Becca AU - Kazmierowski, Thomas J AU - International Society for Concrete Pavements TI - Use of Innovative Pre-Cast Concrete Slab Repair Technology in Canada PY - 2005 SP - pp 771-788 AB - In 2004, the Ministry of Transportation Ontario (MTO) carried out a trial project to evaluate construction techniques for pre-cast concrete slab repairs in concrete pavement. The trial was carried out on Highway 427, a heavily trafficked freeway in Toronto, Canada. The trial project required demonstrations of three pre-cast concrete pavement full-depth repair methods: the Fort Miller Super-Slab supra TM Intermittent Method, the Fort Miller Super-Slab supra TM Continuous Method, and the Michigan Method. Each method involves designing and fabricating pre-cast concrete slabs to replace deteriorated concrete pavement. The methods differ in how the base is prepared and how the pre-cast slab is installed and dowelled to the existing concrete pavement. Non-destructive testing using a Falling Weight Deflectometer (FWD) was undertaken after construction to assess load transfer efficiency (LTE) and to detect loss of support underneath the pre-cast slab. Details of the methodologies, site conditions, contract specifications, construction and FWD analysis are presented. This is the first construction experience in Canada with innovative pre-cast concrete slab repairs for concrete pavements. MTO will continue to monitor the field performance of these technologies and assess the cost effectiveness of this alternative to full-depth fast-track concrete repairs. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete pavements KW - Construction KW - Cost effectiveness KW - Falling weight deflectometers KW - Fort Miller Super-slab Continuous Method KW - Fort Miller Super-Slab Intermittent Method KW - Freeways KW - Load transfer KW - Michigan Method KW - Nondestructive tests KW - Precast concrete KW - Repairing KW - Site conditions KW - Slabs KW - Toronto (Canada) UR - https://trid.trb.org/view/780845 ER - TY - CONF AN - 01023596 AU - Lechner, Bernhard AU - International Society for Concrete Pavements TI - Joint Design and Joint Performance of Plain Concrete Pavements (JPCP): Investigations and Experiences in Germany PY - 2005 SP - pp 690-702 AB - Unreinforced concrete pavements have to be equipped with longitudinal and transversal kerbs to guarantee controlled cracking (JPCP). The designs of such joints depending on the technical requirements are given in respective specifications. Main features for the design are aiming first for the controlled cracking at the foreseen position during young age of the concrete as well as avoidance of wild cracking during service life, second for sufficient load transfer at the joint to reduce edge load effects and third for a good long time performance which requires joint sealing. This paper focus on research works performed in the field of joint efficiency (dowelling) of transversal joints, which is especially related to the design parameters and the positioning of dowels. New developments and alternative solutions concerning the today's usage of coated steel bars must be done within the area of conflicts of following headings: Load transfer efficiency, longitudinal resistance, long-time behaviour (corrosion). FEM models and laboratory tests offer evaluation criteria for modified parameters. Especially the coating-material foreseen to cover the steel bar must be evaluated within the area of conflicts shown above. Additionally the actual dowel position and alignment is of importance. Non-destructive inspection tools are under development. The outputs of these investigations are strengthening the background for the updating work concerning the respective specifications. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete pavements KW - Corrosion KW - Cracking KW - Curbs KW - Dowels (Fasteners) KW - Germany KW - Joint sealing KW - Joints (Engineering) KW - Laboratory tests KW - Load transfer KW - Longitudinal resistance KW - Service life KW - Specifications KW - Steel KW - Transverse joints UR - https://trid.trb.org/view/780822 ER - TY - CONF AN - 01023595 AU - Byrum, Christopher R AU - Perera, Rohan W AU - International Society for Concrete Pavements TI - The Effect of Faulting on IRI Values for Jointed Concrete Pavements PY - 2005 SP - pp 755- 770 AB - This paper presents a study on the effects that faulting of joints and cracks in concrete pavements have on International Roughness Index (IRI) values for the pavements. Three methods for comparing faulting to IRI values for roadways are evaluated in this study. The first method is a parametric study on the effect that idealized faulted profiles consisting or rotated line segments having various slab lengths and fault sizes (a saw-tooth pattern) have on IRI values. The second method is a road profile based fault size estimation routine using data from non-contact moving road profilers. Profile based faulting estimates were obtained from over 1000 GPS3 pavement profiles. The third fault measurement method evaluated is the official Long-Term Pavement Performance (LTPP) field measurement of faulting using the Georgia Faultmeter. This direct measurement method uses the Faultmeter placed over each joint to measure fault sizes. Faulting and IRI can be presented in the same units, m/km (in./mi) for comparison purposes. Based on this study, faulting along the roadway has gain of about 1.75 when converted to IRI. In other words for each 1.58 m/km (100 in./mi) of faulting present, about 2.76 m/km (175 in./mi) of IRI will develop, with gain increasing slightly with increasing fault spacing. The IRI gains measured for real pavement faulting matches the gain values calculated for the ideal saw-tooth patterns. Faulting data can be reliably obtained from relatively inexpensive road profile data that is being obtained for major roadways. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Fault size KW - Faulting KW - Faultmeter KW - International Roughness Index KW - Joints (Engineering) KW - Long-Term Pavement Performance Program KW - Measurement KW - Parametric analysis KW - Profile based faulting estimation KW - Profiles KW - Slabs UR - https://trid.trb.org/view/780844 ER - TY - CONF AN - 01023594 AU - Harvey, J AU - Mancio, M AU - Cruz, C AU - du Plessis, L AU - Bian, Y AU - International Society for Concrete Pavements TI - An Investigation of Dowel Bar Retrofit Strategies PY - 2005 SP - pp 1043-1065 AB - Dowel Bar Retrofit (DBR) offers a great deal of promise as a rehabilitation strategy for undoweled pavements with poor ride quality due to faulting. This paper presents a summary of several investigations intended to provide recommendations for best practice for dowel bar retrofit. The results have some relevance for new dowels in pavements as well. The investigations include two sets of accelerated pavement tests on doweled pavements, one on an old pavement that looked at DBR versus undoweled performance, and the other on a new pavement that looked at 3 versus 4 dowels per wheelpath, and dowel type (epoxy coated steel, fiber reinforced polymer, and hollow stainless steel). Another investigation looked at the corrosion performance of various types of metallic dowels under accelerated laboratory corrosion conditions, and also compared chloride contents in the laboratory tests to chloride contents in pavements in different climate regions. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Chloride content KW - Corrosion KW - Epoxy coatings KW - Faulting KW - Fiber reinforced plastics KW - Laboratory tests KW - Rehabilitation (Maintenance) KW - Retrofitting KW - Ride quality KW - Stainless steel KW - Tie bars KW - Undoweled pavements UR - https://trid.trb.org/view/780935 ER - TY - CONF AN - 01023593 AU - Merritt, David K AU - Stahl, Kirsten AU - Tyson, Samuel S AU - McCullough, B Frank AU - International Society for Concrete Pavements TI - Expedited Construction Using Precast Prestressed Concrete Pavement in California PY - 2005 SP - pp 808-823 AB - Faced with shorter and shorter windows for reconstructing deteriorating pavements in urban areas, transportation agencies are continually searching for new and innovative techniques for rapid pavement construction. The California Department of Transportation (Caltrans) is one such agency, often limited to 7-hour nighttime construction windows in the Los Angeles and other metropolitan areas. One innovation recently examined by Caltrans is precast concrete pavement. A 76 m (248 ft) section of precast, prestressed concrete pavement was constructed on Interstate 10 in El Monte, California, adding 8 m (27 ft) of traffic lanes and 3 m (10 ft) of shoulder to the existing pavement. The majority of the work was completed at night when lane closures were permitted on Interstate 10. The precast panels were pretensioned during fabrication and then post-tensioned in place to enhance the performance of the pavement. The successful completion of this project provided Caltrans yet another tool for rapid pavement construction in one of the busiest urban areas in the world. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - California Department of Transportation KW - Lane closure KW - Los Angeles (California) KW - Precast concrete pavements KW - Prestressed concrete pavements KW - Pretensioning KW - Rapid pavement construction KW - Reconstruction KW - Test sections KW - Traffic lanes UR - https://trid.trb.org/view/780882 ER - TY - CONF AN - 01023592 AU - Fleischer, Walter AU - Springenschmid, Rupert AU - Wolf, Thomas AU - International Society for Concrete Pavements TI - Skid Resistance of Concrete Pavement Surfaces -- Practical Experience in Germany PY - 2005 SP - pp 541-558 AB - Skid resistance of a pavement surface is important for safety. Therefore the surface of a concrete pavement must have a roughness suitable for a high skid resistance but also for a low noise emission. These surface properties must be as durable as possible. In Germany there are various possible ways for producing surface textures in fresh and hardened concrete surfaces with high skid resistance. For noise-sensitive areas good results can be achieved by dragging a burlap or an artificial turf over the fresh concrete in the longitudinal direction. Also, good and durable skid resistance and low noise emission can be achieved on an exposed concrete surface. Surface grinding a hardened concrete can provide high skid resistance. The practical experiences in Germany for producing a concrete pavement surface with high skid resistance are described in the paper. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Burlap KW - Concrete pavements KW - Germany KW - Grinding KW - Highway safety KW - Longitudinal control KW - Noise KW - Practical experience KW - Roughness KW - Skid resistance KW - Texture KW - Turf UR - https://trid.trb.org/view/780517 ER - TY - CONF AN - 01023591 AU - Cormier, Bertrand AU - Thebeau, Denis AU - International Society for Concrete Pavements TI - Dedicated Pavement Type Networks Based on a Probabilistic Life-Cycle Cost Analysis PY - 2005 SP - pp 241-258 AB - In 2001, the Quebec Ministry of Transportation (MTQ), in Canada, adopted a policy subdividing the existing pavement network into dedicated concrete and asphalt networks. This paper summarizes the methodology used for determining these respective networks using probabilistic Life Cycle Cost Analysis (LCCA) and provides an assessment of the situation four years after implementation. Sixteen (16) different combinations of Average Annual Daily Traffic (AADT), number of lanes, truck percentage, and truck factor yielded 32 pavement designs in asphalt and concrete that were compared in pairs over an analysis period of 50 years using a probabilistic LCCA software. Regression equations were used to generalize the results of these standard cases. The network allocation criteria were determined by applying dominance tests to these probabilistic results; in the areas without clear dominance further analyses would be necessary using project-specific data. After minor adjustments to ensure continuity, the respective networks ("white" for concrete, "black" for asphalt and "gray" for further analysis) were established officially. Since 2001, the clarity and convenience of this policy were seemingly appreciated both by the industry and MTQ officials. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Annual average daily traffic KW - Asphalt KW - Asphalt concrete pavements KW - Assessments KW - Concrete KW - Dominance tests KW - Life cycle costing KW - Methodology KW - Networks KW - Pavement design KW - Policy KW - Probabilistic analysis KW - Quebec (Canada) KW - Regression analysis KW - Truck percentage UR - https://trid.trb.org/view/778827 ER - TY - CONF AN - 01023590 AU - Gaspar, Laszlo AU - Karsai, Katalin AU - International Society for Concrete Pavements TI - Cement Concrete Pavements in the Hungarian Road Policy PY - 2005 SP - pp 39-60 AB - The paper presents the main steps of modifying the Hungarian road policy to include also cement concrete pavements after several decades of its exclusion. The results of preliminary laboratory tests are shown. A test section on the road 7538 was built in 1999 which consisted of three cement concrete subsections of various techniques and an asphalt pavement control subsection. Their performance has been monitored since then. The time data series of several condition parameters and the results of visual condition survey permitted to evaluate and to compare with each other their performances. Besides, a rigid, a semi-rigid and a composite test section were constructed on a Hungarian main road in 2003. These sections are also monitored. A third cement concrete pavement trial section on main road 4 was built in 2004 with an asphalt pavement control section. Its initial condition parameters were also evaluated. Using the performance results of these sections, a new Hungarian road policy was set up including the basic principle of pavement type selection. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Asphalt pavements KW - Cement KW - Concrete pavements KW - Condition parameters KW - Hungary KW - Laboratory tests KW - Pavement performance KW - Policy KW - Rigid pavements KW - Test sections KW - Time data series UR - https://trid.trb.org/view/778775 ER - TY - CONF AN - 01023589 AU - Burnham, Thomas AU - International Society for Concrete Pavements TI - Concrete Pavement Performance and Research at the Minnesota Road Research Project - The First Ten Years PY - 2005 SP - pp 109-126 AB - The Minnesota Road Research (MnROAD) facility was constructed in the early 1990's to include fourteen plain jointed concrete pavement test sections. Nine of the test sections are interstate highway designs with design lives of 5 or 10 years. The other five test sections are low-volume road designs. With traffic loading beginning in 1994, the test sections have now experienced over 10 years of load and environmental effects. During that time, a tremendous amount of data collection and research analysis has taken place. The condition and ride performance of the concrete pavement test sections is characterized. Significant findings from selected studies are presented. The performance of the 5-year and 10-year design test cells shows that Minnesota Department of Transportation's (Mn/DOT's) current concrete pavement design method needs significant improvement. The lessons learned from the operation of the MnROAD project can be used to improve the next generation of concrete pavement design methods and test facilities. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Analysis KW - Concrete pavements KW - Data collection KW - Design methods KW - Environmental impacts KW - Highway design KW - Interstate highways KW - Lessons learned KW - Low volume roads KW - Pavement performance KW - Test facilities KW - Test sections KW - Traffic loads UR - https://trid.trb.org/view/778806 ER - TY - CONF AN - 01023588 AU - Guo, Edward H AU - Dong, Mary M AU - Daiutolo, Hector AU - Dong, May M AU - International Society for Concrete Pavements TI - Curling Under Different Environmental Variations as Monitored in a Single Concrete Slab PY - 2005 SP - pp 1189-1203 AB - More than five months of sensor response monitoring was conducted on a single Portland Cement Concrete (PCC) slab test at the National Airport Pavement Test Facility (NAPTF). Reliable data for relative humidity at different depths within the slab have been retrieved. The monitored data also included temperature, horizontal and vertical displacements, and strains at different locations. The completely wet curing method kept the slab flat within that period. However, when the wet curing stopped, the maximum slab curling reached a very high level. Correlations between the horizontal and vertical displacements, and the correlation between displacements and temperature and relative humidity variations are analyzed. The analysis of correlations between slab curling and concrete strains are also presented. Significant findings are obtained and summarized. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete curing KW - Correlation analysis KW - Curling KW - Environmental impacts KW - Horizontal displacement (Structures) KW - Humidity KW - Portland cement concrete KW - Slabs KW - Strain (Mechanics) KW - Temperature KW - Vertical displacement (Structures) UR - https://trid.trb.org/view/780955 ER - TY - CONF AN - 01023587 AU - Ardani, Ahmad AU - Outcalt, William AU - International Society for Concrete Pavements TI - PCCP Texturing Methods PY - 2005 SP - pp 559-584 AB - Nine test sections were constructed with varying textural characteristics. Surface texture measurements, frictional attributes (skid numbers) at different speeds and their noise properties were measured and compared. Review of the acquired data revealed a definite relationship between speed, types of surface texture, and the magnitude of skid numbers. As speed increased, the skid numbers declined. This relationship was clearly more pronounced and consistent using the smooth tire. The sound pressure levels (SPL) generated at the control section were normalized to represent a datum (zero SPL), and were compared with SPL taken from other test sections. Longitudinal macrotexture and microtexture were the quietest surfaces. State standard transverse tining with 1-in. spacing exhibited the highest noise level among all the test sections when measured with the microphone at the rear tire position. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Datum KW - Effective sound pressure KW - Macrotexture KW - Measurement KW - Microtexture KW - Noise KW - Pavement grooving KW - Skid resistance KW - Smooth tires KW - Speed data KW - Surface texture tests KW - Test sections KW - Texture UR - https://trid.trb.org/view/780806 ER - TY - CONF AN - 01023586 AU - Diependaele, Manu AU - Rens, Luc AU - International Society for Concrete Pavements TI - The Rehabilitation of the Antwerp Ring Road in CRCP PY - 2005 SP - pp 639-657 AB - The rehabilitation of the Ring Road of the city of Antwerp is, without doubt, the largest and most discussed road construction project undertaken in Belgium in recent years. The Antwerp Ring Road is one of the most trafficked freeways of European importance. Six radial freeways are tying into it and traffic volumes on its busiest sections are nearing 200000 vehicles per day, 25% of which are heavy trucks. The dual carriageway of the Ring is 14.2 km long. The number of lanes varies from four to seven in each direction. Along with 30 km of access and exit ramps on the interchanges, the project comprises a total of 100 hectares of pavement requiring renewal and full recycling. Considering the economic importance of the Ring for the Port of Antwerp, the rehabilitation works envisaged a safe, modern and efficient Ring Road, having a low maintenance pavement with a service life of at least 35 years. Based on a Life Cycle Cost Analysis and a Multi Criteria Analysis, a continuously reinforced concrete pavement (CRCP) has been chosen for the main part of the Ring Road. The complete pavement structure is being renewed and consists of 23 cm of CRCP, a 5 cm thick bituminous inter-layer, 25 cm cement stabilized granulated asphalt rubble and 15 cm granulated lean concrete rubble. A fine exposed aggregate surface combines a good skid resistance with a low level of rolling noise. The paper describes the presently applied common practice for the construction of CRCP in Belgium (longitudinal and transverse reinforcement steel, tie bars, anchoring abutments...) and highlights the details of execution as they have been applied for the rehabilitation works. Some particular aspects are the use of a new type of terminal joint and the design and construction of CRCP with variable width on the auxiliary lanes. By the latter method of construction, only short transverse transition joints occurred between the CRCP on the auxiliary lanes and the asphalt pavement on the ramps. The experience in designing and constructing this ambitious project will certainly contribute to a further development of the technique of CRCP in Belgium and in other countries. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Abutments KW - Antwerp (Belgium) KW - Asphalt pavements KW - Beltways KW - Bituminous pavements KW - Continuously reinforced concrete pavements KW - Freeways KW - Interchanges KW - Life cycle costing KW - Longitudinal reinforcement KW - Off ramps KW - Rehabilitation (Maintenance) KW - Road construction KW - Rolling noise KW - Skid resistance KW - Tie bars KW - Traffic lanes KW - Traffic volume KW - Transverse reinforcement UR - https://trid.trb.org/view/780819 ER - TY - CONF AN - 01023585 AU - Rufino, Dulce AU - Mallela, Jagannath AU - Darter, Michael AU - International Society for Concrete Pavements TI - Dowel Bar and Slab Size Recommendations Based on the Mechanistic-Empirical Pavement Design Guide PY - 2005 SP - pp 340-356 AB - This paper provides guidelines on two major concrete pavement design features: dowel bars and slab size. The analysis of dowel bars focused on low volume roads and streets (LVRS), whereas heavier loaded pavements were considered for the analysis of slab size effect. Design charts are recommended based on the newly released NCHRP 1-37A Mechanistic-Empirical Pavement Design Guide (M-E PDG). The dowel design charts allow the user to determine if dowel bars are necessary for LVRS, based on four climatic regions, two base erodibility indexes, and the selected slab thickness. In this analysis, the number of one-way average annual daily truck traffic (AADTT) was limited to 100. In contrast, the analysis of slab size was presented for traffic levels up to AADTT of 7,000 and slab thickness up to 40.6 cm (16 in.). In addition, two climatic conditions (dry and wet) were analyzed. Dowel and slab size performance data also are presented. The slab size performance data are based on numerous existing studies in the literature. Although the amount of studies on dowel performance is not as extensive as slab-size effect studies, some very informative studies have been conducted especially on dowel bar misalignment. Dowel bar misalignment tolerances for LVRS are suggested based on these studies. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Climate change KW - Climatic regions KW - Concrete pavements KW - Design charts KW - Guidelines KW - Low volume roads KW - Mechanistic design KW - Pavement design KW - Pavement performance KW - Recommendations KW - Size KW - Slabs KW - Streets KW - Thickness KW - Tie bars KW - Truck traffic UR - https://trid.trb.org/view/778836 ER - TY - CONF AN - 01023584 AU - Lee, Eul-Bum AU - Harvey, John T AU - Choi, Kunhee AU - Thomas, David AU - International Society for Concrete Pavements TI - Innovative Approach to Rapid Rehabilitation of Concrete Pavement on Urban Highway PY - 2005 SP - pp 1066-1086 AB - This case study presents an innovative fast-track reconstruction approach applied to a heavily trafficked LLPRS project on Interstate-15 (I-15) in southern California. A 4.5-km stretch of badly damaged concrete truck lanes, two in each direction, was rebuilt in only two 210-hour (about 9 days) one-roadbed continuous closures, using counter-flow traffic and around-the-clock operations as accelerated construction, an undertaking estimated to take 12 months using traditional nighttime closures. This post-construction case study validated pre-construction estimates of productivity and traffic delay, which closely matched performance data measured during construction. The I-15 Devore project provided a unique opportunity to validate, fine-tune, and enhance highway analysis tools for future LLPRS projects. The use of CA4PRS schedule analysis and other traffic models presented in this study facilitates teambuilding amongst engineers involved in the design, construction, and traffic phases to mutually arrive at an optimal solution. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Accelerated construction KW - Concrete pavements KW - Construction KW - Damage (Pavements) KW - Highway design KW - Productivity KW - Reconstruction KW - Rehabilitation (Maintenance) KW - Road closures KW - Traffic delays KW - Traffic models KW - Truck lanes UR - https://trid.trb.org/view/780937 ER - TY - CONF AN - 01023583 AU - Lim, Seungwook AU - Tayabji, Shiraz D AU - International Society for Concrete Pavements TI - Analytical Technique to Mitigate Early-Age Longitudinal Cracking in Jointed Concrete Pavements PY - 2005 SP - pp 1322-1341 AB - This paper reviews the fundamental issues that may create conditions ripe for early-age random cracking in jointed concrete pavement (JCP) construction, specifically in longitudinal direction, and also provides an analytical approach to predict cracking potential. The finite element analysis technique was used to investigate the level of restrained stresses in the transverse direction of JCP slab resulting from different combinations of variables influencing the stress development. Influencing factors considered for the analysis include slab (paving) width, slab length, slab thickness, interface friction, modulus of subgrade reaction, temperature gradient (due to temperature drop), and concrete modulus of elasticity. Graphical charts for stress level versus concrete modulus of elasticity were produced for different combinations of other variables. These charts can be used to estimate the potential for early-age longitudinal cracking in JCP construction, provided the characteristics of early-age strength development of the concrete are known. Application examples are presented to demonstrate the analysis techniques. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete pavements KW - Construction KW - Early age cracking KW - Finite element method KW - Length KW - Longitudinal cracking KW - Modulus of elasticity KW - Slabs KW - Stresses KW - Subgrade (Pavements) KW - Temperature gradients KW - Thickness KW - Transverse cracking UR - https://trid.trb.org/view/781022 ER - TY - CONF AN - 01023582 AU - Zaghloul, Sameh AU - Marukic, Ivana AU - Vitillo, Nick AU - International Society for Concrete Pavements TI - Impact of Slab Curling on Backcalculation Analysis PY - 2005 SP - pp 995-1012 AB - Falling Weight Deflectometer (FWD) testing is performed on rigid pavements to assess the in-situ structural capacity of the pavement system, to evaluate the load transfer efficiency across transverse joints/cracks and to identify joints with high possibility of voids underneath the slabs. Tests are performed at different times of the day (day and night), different seasons and different temperature conditions. This data is used in the analysis to identify the network needs and prioritize these needs considering budget and performance constraints. One key issue in this process is that FWD data collected under different environmental conditions is compared and decisions are made based on the comparison results. Therefore, an effort should be made to minimize the impact of the difference in environmental conditions during FWD testing on the final analysis results. Decisions, such as repair joints having low load transfer efficiency, underseal joints with voids, or repair slabs with low structural capacity, are made based on analysis of results of FWD testing that was performed under different temperature and moisture conditions. A classic example of temperature impact on Maintenance & Rehabilitation (M&R) decision is corner curling, which may be identified mistakenly as potential void. Undersealing the joint in this case may cause more harm to the slab. Another classic example is the artificial high load transfer observed when FWD tests are performed at high ambient temperatures (>80ºF). Therefore, it is essential to make sure that the difference in temperature and moisture conditions do not have a significant impact on the FWD analysis results to avoid making inaccurate decisions at the network and project levels. This paper presents an effort to account for the impact of daily temperature variation on FWD analysis results for rigid pavements. The work presented in this paper is a part of a large-scale research study sponsored by the New Jersey Department of Transportation (NJDOT) to study the seasonal variation in pavement properties and its impact on pavement response and performance. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Backcalculation KW - Budgeting KW - Curling KW - Environmental conditions KW - Falling weight deflectometers KW - Field tests KW - Impacts KW - Load transfer KW - Maintenance KW - Moisture content KW - Pavement performance KW - Rigid pavements KW - Slabs KW - Temperature KW - Transverse cracking KW - Transverse joints KW - Undersealing KW - Voids UR - https://trid.trb.org/view/780929 ER - TY - CONF AN - 01023581 AU - Neithalath, Narayanan AU - Garcia, Rolando AU - Weiss, William Jason AU - Olek, Jan AU - International Society for Concrete Pavements TI - Tire-Pavement Interaction Noise: Recent Research on Concrete Pavement Surface Type and Texture PY - 2005 SP - pp 523-540 AB - Several Solutions have been proposed for quieter riding surfaces, including porous pavements, tining, and grinding. This paper deals with certain aspects of a recent large-scale research that has been carried out to examine the influence of cement of concrete pavement surface type and texture on noise generation. One pavement surface type (Enhanced Porosity Concrete -- EPC), and one surface texturing method (transverse tining) is dealt with in detail in this paper. Experimental studies to ascertain the physical (porosity and pore size), mechanical (strength), and acoustical (acoustic absorption using impedance tube) properties of EPC are discussed. It is shown in this paper that, with careful selection of aggregate gradation and cementing materials content, it is possible to generate a system of optimally-sized pores in the material to maximize acoustic absorption. Mathematical modeling of noise to evaluate the influence of transverse tine geometry (depth, width, and shape) on noise reduction characteristics is explained in the second part of this paper. A mathematical model has been used to determine the stress distribution between the concrete pavement and the tire. The stress distribution model is used to describe the stress and ultimately noise generated by various geometries of tining patterns. Experiments on Tire-Pavement test apparatus are also discussed. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Aggregate gradation KW - Cement content KW - Concrete pavements KW - Enhanced Porosity Concrete KW - Grinding KW - Mathematical models KW - Noise reduction KW - Pavement grooving KW - Porosity KW - Rolling contact KW - Sound absorption KW - Strength of materials KW - Stresses KW - Texture KW - Traffic noise UR - https://trid.trb.org/view/780516 ER - TY - CONF AN - 01023580 AU - Khazanovich, Lev AU - Yut, Iliya AU - Thompkins, Derek AU - Schultz, Arturo AU - International Society for Concrete Pavements TI - The Second Generation of Minnesota Accelerated Loading Facility: Minne-ALF-2 PY - 2005 SP - pp 1013-1029 AB - This paper presents the second generation of Minnesota Accelerated Loading Facility (Minne-ALF-2), a laboratory-based loading pavement test stand that simulates the passage of heavy wheel loads moving over a small full-scale pavement test strip. It is shown that Minne-ALF-2 can provide important information related to long-term performance of dowel joints of concrete pavements, as well as useful information which may lead to a better understanding of the mechanics of joints in concrete pavements. The first results of the ongoing test program are also presented in the paper. This initial study of joint behavior during loading and unloading of a joint with hollow dowels reveals an interesting pattern: deflections in the unloading path are different from the deflections at the loading path. It was also found that the residual differential deflections remain after the first loading and unloading cycle. Available finite element models for rigid pavements do not explain these effects. Hence, advanced models of portland cement concrete (PCC) joints explaining the observed above phenomenon are needed for a better understanding of the joint behavior and joint design optimization. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Accelerated loading facilities KW - Concrete pavements KW - Deflection KW - Doweled joints (Pavements) KW - Finite element method KW - Heavy vehicles KW - Load tests KW - Loading and unloading KW - Pavement joints KW - Portland cement concrete UR - https://trid.trb.org/view/780931 ER - TY - CONF AN - 01023579 AU - Strauss, P J AU - Perrie, B D AU - du Plessis, L AU - Rossmann, D AU - International Society for Concrete Pavements TI - Load Transfer through Aggregate Interlock: Crack Width, Aggregate Type and Performance PY - 2005 SP - pp 372-391 AB - It is well known that performance of plain jointed concrete pavement depends on aggregate interlock to transfer load from the one slab to the next. In order to quantify the relative contribution of crack width and the strength of the aggregate to the long-term performance of a plain jointed pavement, experimental sections of road were built using different aggregates types. These sections were subsequently loaded to failure using the Heavy Vehicle Simulator (HVS). Some typical sections of interstate-type highways, which had been under traffic for between ten and twenty years were also investigated using falling weight deflectometer (FWD) testing and determination of changes in crack width with changes in temperature. Detailed as-built information including concrete mix characteristics was available for all these sections. This paper discusses the prediction of crack width using the RILEM model which predicts early age shrinkage. The model was modified to include the effects of aggregate type, environmental conditions and age. The change in load transfer at the joints and cracks, as indicated by relative vertical movement under dynamic loading as a result of temperature variation and humidity, is reported on. It was found that a change in load transfer occurred under increased loading and that this could be related to the crushing characteristics of the coarse aggregate. This paper presents the final outcome of the study in terms of theoretically based equations that were adjusted using regression techniques to fit the field experience. These equations have now been incorporated into a mechanistically-based design method for concrete pavements, cncPave. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Admixtures KW - Coarse aggregates KW - Concrete pavements KW - Cracking of concrete pavements KW - Dynamic loads KW - Environmental conditions KW - Falling weight deflectometers KW - Heavy vehicles KW - Humidity KW - Interlocking aggregates KW - Joints (Engineering) KW - Load transfer KW - Mechanistic design KW - Pavement performance KW - Regression analysis KW - Shrinkage KW - Slabs KW - Strength of materials KW - Temperature KW - Test sections KW - Width UR - https://trid.trb.org/view/778848 ER - TY - CONF AN - 01023578 AU - Vandenbossche, Julie M AU - Snyder, Mark B AU - International Society for Concrete Pavements TI - Comparison Between Measured Slab Profiles of Curled Pavements and Profiles Generated Using the Finite Element Method PY - 2005 SP - pp 1155-1172 AB - The advancement in the processing speed of personal computers, as well as the more user-friendly graphical interfaces starting to be employed in pavement finite element analysis programs, has resulted in a more frequent use of the finite element method (FEM) for pavements analysis. This increase in reliance on the FEM has amplified the need to ensure these finite element models accurately predict the response of the slab to applied an environmental loads. This paper will focus on the ability of currently available finite element programs to accurately predict the response of rigid pavements to temperature gradients. The study entailed collecting surface profile measurements for a range of pavement designs under different temperature conditions. Each pavement design was then modeled using finite element analysis. Temperature gradients representing the conditions under which the slab profiles were measured were applied to the finite element models. Comparisons were then made between the measured and calculated slab shape. A comparison of the length of the unsupported portion of the slab determined using surface profile measurements and the FEM was performed. The FEM under-estimated the portion of the slab fully-supported only 12% of the time. The ability of the FEM to accurately estimate curvature appears to be a function of the pavement design and the magnitude of the gradient. Curvature was accurately determined using the FEM only 14% of the time with curvature being under-estimated 70% of the time. The FEM could not accurately estimate the larger curvatures. The curvatures calculated using slab profiles generated using the FEM tend to overestimate the curvatures calculated using measured profiles more frequently for thinner slabs and granular bases. The FEM predicted higher curvatures than were measured more frequently for unrestrained slabs than restrained. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Accuracy KW - Curvature (Road) KW - Finite element method KW - Forecasting KW - Graphical user interfaces KW - Measurement KW - Pavement design KW - Rigid pavements KW - Slabs KW - Surface profile (Pavements) KW - Temperature gradients UR - https://trid.trb.org/view/780953 ER - TY - CONF AN - 01023577 AU - Ayton, Geoff AU - International Society for Concrete Pavements TI - Priority Issues for Performance and Durability PY - 2005 SP - pp 181-207 AB - There are many factors which influence the long-term performance of concrete pavements. They can be broadly categorized into four groups, namely thickness design, layer formats, jointing design and construction quality. Traditionally, the first two have dominated the attention of the published literature. However, in the author's experience, it is the latter two groups which dominate the performance within the first 10 to 15 years (at minimum). The key issues within these groups are joint layout (i.e. plan geometry), mix design, mixing uniformity, compaction, curing, early-age protection and joint induction. The consequence of poor construction quality is that a potentially low-maintenance asset may soon become a high-maintenance liability. Rollings (2001) has summarized all of this by stating that "a well-built but poorly-designed pavement is likely to outperform a poorly-built but well-designed pavement". Too often (in the author's opinion), asset managers faced with durability problems look for exotic solutions (like corrosion protection of reinforcement) when improvements in the fundamentals of concrete construction practice (i.e. mix control, compaction and curing) would be more efficient and effective. Unfortunately, skilled craftsmen are becoming a rarer commodity and so a substantially increased training effort is needed to address the problem. This paper documents thirty years of experience to quantify the consequences of variable construction quality. It also seeks to show that the established textbook wisdom of concrete technology can be adapted in practical ways that are understood and applied by field staff. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Asset management KW - Compaction KW - Concrete construction KW - Concrete curing KW - Concrete pavements KW - Construction KW - Corrosion protection KW - Durability KW - Effectiveness KW - Efficiency KW - Maintenance KW - Mix design KW - Pavement joints KW - Pavement layers KW - Pavement performance KW - Quality of work KW - Strategic planning KW - Thickness KW - Training UR - https://trid.trb.org/view/778811 ER - TY - CONF AN - 01023576 AU - Rao, Chetana AU - Tabet, Walid AU - Stubstad, Richard AU - Pyle, Tom AU - International Society for Concrete Pavements TI - Estimation of In-situ Concrete Flexural Strength Using Maturity PY - 2005 SP - pp 952-968 AB - Concrete maturity is being recognized as a viable test method to measure in-situ strengths of early age concrete and to assist agencies in making informed decisions on construction schedules. This increased interest is partly due to improved data collection technology in recent years coupled with a better understanding of the effects of construction and curing temperature on early age and long term performance of rigid pavements. The "maturity index", which is correlated to strength gain in a concrete mixture, is determined from the time-temperature history of the mixture. This paper presents a study conducted by Caltrans to evaluate the accuracy of this technology in predicting both flexural and compressive strength. The study involved a comprehensive laboratory study using two mix designs cured under four different temperature regimes. The test results indicate that calibration regression equations developed from samples cured in standard room temperature conditions are sufficient to predict concrete strengths associated with both cooler (~10º C) and warmer (~37º C) curing temperatures with reasonable accuracy. Further, actual field-measured maturity from a recent paving project, using the same mix design as the present study, yielded similarly accurate in-situ concrete strength predictions. The importance of proper curing for accurate strength predictions is demonstrated in the project. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Accuracy KW - Admixtures KW - Calibration KW - California Department of Transportation KW - Compressive strength KW - Concrete curing KW - Concrete maturity KW - Construction KW - Data collection KW - Estimation theory KW - Field tests KW - Flexural strength KW - Laboratory studies KW - Mix design KW - Rigid pavements KW - Temperature KW - Test procedures UR - https://trid.trb.org/view/780926 ER - TY - CONF AN - 01023575 AU - Thebeau, Denis AU - Delisle, Marie-Christine AU - Cormier, Bertrand AU - International Society for Concrete Pavements TI - Quebec's Experience with Smoothness Specifications on Concrete Pavements PY - 2005 SP - pp 718-732 AB - Smoothness is one of the most important characteristics of pavement because it directly affects the traveling public. Furthermore, the initial smoothness reflects the quality of construction and is an essential condition for the pavement's future performance. The Quebec Ministry of Transportation (MTQ) has been using smoothness specifications for all concrete pavement projects since the early 1990s. The Profile Ride Index (PRI) was replaced in 1998 by the International Roughness Index (IRI) so the same specifications would apply for concrete and asphalt pavements. IRI specifications stated that profile measurements be made with a truck-mounted inertial profiler after the work is finished. Today, some contractors are still using the profilograph for control purposes during construction and there has been an increase in diamond grinded surface area, up to 32% on some projects. A study was undertaken in 2000 to assess different kinds of roughness measuring equipment (profilograph, Disptick©, lightweight intertial profiler, rolling profiler and 2 types of truck-mounted inertial profiler) and determine those that would be best suited for construction control. This study concluded that the rolling profiler was the best equipment for this purpose. In 2003, MTQ experimented with modified specifications requiring that roughness measurements be made using a rolling profiler and forbidding any surface correction before the measurements were made. The main benefits of this method were that MTQ could check the 100 m control lots soon after they were built instead of waiting until the end of the work and the contractors could also use the results for own quality control. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Asphalt pavements KW - Concrete pavements KW - Construction KW - Diamond grinding KW - Disptick KW - International Roughness Index KW - Lightweight inertial profiler KW - Measurement KW - Pavement performance KW - Profilographs KW - Quality control KW - Quebec (Canada) KW - Rolling profiler KW - Roughness KW - Smoothness UR - https://trid.trb.org/view/780842 ER - TY - CONF AN - 01023574 AU - Kohler, Erwin R AU - Roesler, Jeffery R AU - International Society for Concrete Pavements TI - Repeated Load Behavior of Continuously Reinforced Concrete Pavements PY - 2005 SP - pp 621-638 AB - Full-scale test sections were constructed at the University of Illinois and subjected to accelerated pavement testing in order to evaluate Illinois Department of Transportation's (IDOT's) options on extended-life continuously reinforced concrete pavements (CRCP). The CRCP test sections included two concrete thicknesses, three steel contents, and the use of single versus double layer reinforcement. Response testing was first conducted on all the test sections in order to monitor the CRCP deformations under fixed loading and variable temperature conditions. Load levels were then applied at the edge of the pavement that would create a punchout failure on the test sections. The measured variables were the vertical and horizontal deformations at cracks and transverse strain near the surface of the slab, along with the temperature profile through slab thickness. The factors controlling the repeated load behavior of the CRC sections were the crack width, the permanent deformation of the support layers, and the steel content. The performance of the CRCP test sections exceeded existing design guide predictions. The main reason for the enhanced performance was the narrow crack width achieved on the test sections and resultant high shear capacity across the transverse cracks. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Accelerated pavement tests KW - Continuously reinforced concrete pavements KW - Deformation KW - Punchouts KW - Reinforced concrete pavements KW - Slabs KW - Steel KW - Test sections KW - Thickness KW - Traffic loads KW - Transverse cracking UR - https://trid.trb.org/view/780818 ER - TY - CONF AN - 01023573 AU - Van Cauwelaert, Frans AU - Jasienski, Andre AU - International Society for Concrete Pavements TI - A Method Introducing Deterioration Bond at the Interfaces and Declining Load Transfer at the Joints in the Existing Design Methods for Concrete Pavements PY - 2005 SP - pp 911-927 AB - Most of the concrete highways of the Belgian road system have a structure composed of a continuously reinforced concrete pavements (CRCP) surface layer, a thin intermediate asphalt bond layer and a lean concrete base layer on one or more granular subbases. They are designed as an equivalent composite rigid layer on an elastic granular subgrade. The equivalent Young's modulus of the composite layer is assumed to be equal to the modulus of the concrete surface layer, the thickness is assumed to be equal to the sum of the thickness of the three layers; the equivalent moment of inertia and the equivalent stiffness depend on the values of the thickness and the moduli of each layer and the bond conditions between the layers. Several investigations regularly performed on pavements currently thirty years old have shown a systemic deterioration of the bond between the surface layers and of the load transfer at the cracks of the CRCP or at the joints of concrete slabs. In this paper we present a mathematical model that permits the computation of the influence of this systemic deterioration on the lifetime of the pavements. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Asphalt KW - Belgium KW - Concrete bases KW - Continuously reinforced concrete pavements KW - Cracking KW - Design methods KW - Deterioration KW - Granular bases KW - Layer moduli KW - Load transfer KW - Mathematical models KW - Pavement joints KW - Slabs KW - Stiffness KW - Subbase (Pavements) KW - Subgrade (Pavements) KW - Thickness KW - Young's modulus UR - https://trid.trb.org/view/780924 ER - TY - CONF AN - 01023572 AU - Murata, Yoshiki AU - Nishizawa, Tatsuo AU - Kokubu, Katsuro AU - International Society for Concrete Pavements TI - Evaluation of Porous Concrete Pavements in Japan PY - 2005 SP - pp 462-473 AB - Porous concrete pavements were applied on a trial basis at three points on prefectural roads in Fukui, Japan. The objective was to verify their durability and serviceability as well as their behavior in snow and cold regions. Investigations were made continuously to check their serviceability and durability with lasting performance. The major parameters investigated included pavement smoothness, skid resistance, rutting and difference in elevation at the joint. Such parameters as permeability and low noise level were unique to porous concrete pavements. This paper describes the results of a follow-up survey during the three-year period since the commencement of service. The surface properties, in-situ permeability and noise level of the porous concrete pavements remained nearly unchanged from the conditions upon completion although deterioration was observed in some sections. Thus, porous concrete pavements were determined to be fully applicable to snow and cold regions. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete pavements KW - Deterioration KW - Durability KW - Evaluation KW - Field tests KW - Frigid regions KW - Fukui (Japan) KW - Pavement performance KW - Permeability KW - Porous pavements KW - Rutting KW - Serviceability KW - Skid resistance KW - Smoothness KW - Sound level KW - Texture UR - https://trid.trb.org/view/780499 ER - TY - CONF AN - 01023571 AU - Semen, Peter M AU - Rollings, Raymond S AU - International Society for Concrete Pavements TI - A Review and Discussion of Current Developments Involving Bonded Concrete Overlays of Airfield Pavements PY - 2005 SP - pp 900-910 AB - Fully-bonded portland cement concrete overlays have been widely used by the United States (U.S.) military to rehabilitate rigid airfield pavements that have functional deficiencies -- such as roughness, surface profile, poor friction, or foreign object damage (FOD) potential. Significant developments in the concrete industry over the last 15 years -- including considerable changes in concrete material additives, construction practices, surface preparation, and computer modeling -- have led to changes in traditional practices. A survey of the recent literature in relevant topics led to the synthesis of applicable developments from several areas. New research on failure mechanisms, surface preparation, bonding agent use, and interface texture has provided fresh insight regarding some conventionally-accepted wisdom. Integrating contemporary findings into recommended practice should improve the oft-times variable nature of achieving the best bonding conditions for bonded overlays and ultimately improve their reliable long-term performance. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Air bases KW - Bonding KW - Computer models KW - Concrete KW - Concrete overlays KW - Failure KW - Foreign object damage (Aviation) KW - Friction KW - Literature reviews KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Roughness KW - Surface profile (Pavements) UR - https://trid.trb.org/view/780922 ER - TY - CONF AN - 01023570 AU - Griffiths, Steve AU - Bowmaker, Geoff AU - Bryce, Chris AU - Bridge, Russell AU - International Society for Concrete Pavements TI - Design and Construction of Seamless Pavement on Westlink M7, Sydney, Australia PY - 2005 SP - pp 21-38 AB - In contemporary practice continuously reinforced concrete pavements (CRCP) are terminated and anchored at each bridge approach. An approach slab, jointed at each end, provides the CRCP to bridge abutment link. This transition is not always smooth as the provision of transverse joints can lead to discontinuities in the carriageway profile, particularly if the approach embankment settles. The seamless pavement is an enhancement that eliminates transverse joints and provides a reinforced concrete connection between the CRCP and the bridge deck. This results in improved ride quality for highway users and reduced maintenance costs. Additionally, it eliminates the need for pavement anchors behind each abutment, thereby reducing the pavement cost and minimizing construction activities in an area that is generally on the critical path. The seamless connection between CRCP and bridge deck must accommodate the stresses induced by shrinkage, creep, thermal strain, embankment settlement and traffic loads. Numerical models developed to analyze these parameters compare well with the results of post construction monitoring. This correlation has confirmed the validity of initial design assumptions and has, through further development, resulted in a simplified construction method for the closure pour. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Approach slabs KW - Bridge abutments KW - Bridge approaches KW - Bridge decks KW - Construction management KW - Continuously reinforced concrete pavements KW - Costs KW - Creep KW - Embankments KW - Numerical models KW - Pavement design KW - Pavement maintenance KW - Ride quality KW - Seamless pavement KW - Shrinkage KW - Strain (Mechanics) KW - Sydney (Australia) KW - Traffic lanes KW - Traffic loads KW - Transverse joints UR - https://trid.trb.org/view/778774 ER - TY - CONF AN - 01023569 AU - Soderqvist, Johan AU - Silfwerbrand, Johan AU - International Society for Concrete Pavements TI - Design of Concrete Pavements: A Comparison Between Swedish and U.S. Methods PY - 2005 SP - pp 1-20 AB - The Swedish regulations for road have now been converted into a computerized design guide that will provide engineers with the necessary, up to date, tool for the design of roads, no matter the surfacing material. The design of concrete roads is, however, based on old tables that offer little change in the concrete thickness when altering parameters like climate, traffic, and material properties. In an ongoing project a new computer-based design method for concrete roads is being developed. The aim of the project is to facilitate the design method and establish a method that treats the concrete pavement with the same ease, accuracy and safety level as current asphalt pavement design methods. In the Doctor of Philosophy (Ph.D.) project an inventory of various design methods is conducted. The project has a focus on investigating and comparing the mechanistic-based design procedure available in the United States to the current Swedish aspects of design. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Accuracy KW - Asphalt pavements KW - Climate KW - Computer aided design KW - Concrete pavements KW - Design methods KW - Highway engineers KW - Inventory KW - Mechanistic design KW - Pavement design KW - Properties of materials KW - Regulation KW - Safety KW - Sweden KW - Thickness KW - Traffic KW - United States UR - https://trid.trb.org/view/778773 ER - TY - CONF AN - 01023568 AU - Matsui, Kunihito AU - Maina, James W AU - Nishizawa, Tatsuo AU - International Society for Concrete Pavements TI - Structural Evaluation of Concrete Pavements Based on Static and Dynamic Backanalysis PY - 2005 SP - pp 969-979 AB - Statistical characteristics of falling weight deflectometers (FWD) deflections and the backcalculated moduli were investigated based on the data obtained from FWD tests conducted on the newly constructed concrete pavements. The precise statistical evaluation was performed for uniform section that was identified based on American Association of State Highway and Transportation Officials (AASHTO) method. Statistical parameters of FWD deflections and layer moduli for uniform sections of sound concrete pavement structures were obtained. It was found that stiffness of subbase and subgrade strongly affect uniformity of FWD deflection for a pavement section and that the frequency distributions of the deflection and backcalculated moduli can be approximated by normal probability functions. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - American Association of State Highway and Transportation Officials KW - Backanalysis KW - Backcalculation KW - Concrete pavements KW - Deflection KW - Distributions (Statistics) KW - Falling weight deflectometers KW - Frequency distributions KW - Moduli KW - Statics KW - Statistical analysis KW - Stiffness KW - Subbase (Pavements) KW - Subgrade (Pavements) UR - https://trid.trb.org/view/780927 ER - TY - CONF AN - 01023567 AU - Titus-Glover, Leslie AU - Darter, Michael AU - Rao, Chetana AU - Mallela, Jagannath AU - International Society for Concrete Pavements TI - Restoration of Concrete Pavement Using the NCHRP 1-37A Design Guide PY - 2005 SP - pp 1087-1100 AB - Concrete pavement restoration (CPR) of jointed plain concrete pavement (JPCP) has evolved over the past 40 years into a major preservation treatment. These projects often involve several different types of activities such as replacement and/or repair of cracked slabs, spall repair, joint load transfer restoration, joint resealing, subdrainage improvement, diamond grinding, and shoulder replacement. These projects have usually been successful in extending the service life of the pavement for many years into the future. However, these projects have been developed based on practical experience and guidelines, as there has not been a formal design procedure available. The new National Cooperative Highway Research Program (NCHRP) 1-37A Mechanistic-Empirical (ME) Pavement Design Guide includes a formal design procedure for CPR that can be used to assist highway agencies in the evaluation of feasible applications of CPR and the design of more reliable restoration projects. This paper provides an overview of this design procedure by means of a case study. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete pavements KW - Design KW - Diamond grinding KW - Guidelines KW - Joint sealing KW - Load transfer KW - Mechanistic-Empirical Pavement Design Guide KW - National Cooperative Highway Research Program KW - Preservation KW - Repairing KW - Road shoulders KW - Service life KW - Slabs KW - Spalling KW - Subdrains UR - https://trid.trb.org/view/780938 ER - TY - CONF AN - 01023566 AU - Huang, Baoshan AU - Shu, Xiang AU - International Society for Concrete Pavements TI - Experimental Study on Properties of Portland Cement Concrete Containing Recycled Asphalt Pavements PY - 2005 SP - pp 485-499 AB - Although recycled asphalt pavement (RAP) are widely used in the construction of new, and reconstruction of old, hot mix asphalt (HMA) pavements, little research has been done to examine the potential of incorporating RAP into portland cement concrete to replace virgin aggregate. Because RAP consists of aggregates coated by asphalt cement, the toughness of concrete made with RAP could be improved. In this paper, the mechanical properties of portland cement concrete containing RAP were investigated through laboratory experiments. Two types of RAP (coarse and fine RAP) materials were used to replace the equal amount of virgin coarse and/or fine aggregate. Silica fume and high-range water reducing agent (HRWRA) were also added into concrete mixtures to minimize the strength loss due to the incorporation of RAP. A total of 17 concrete batches were cast and tested for compressive and split tensile strengths, static compressive modulus of elasticity, and toughness index in accordance with ASTM standards. Test results indicated that there was a systematic reduction in the strengths and elastic modulus as well as an increase in the toughness index with the increase in RAP content. While the addition of HRWRA into the matrix improved the mechanical properties of concretes containing RAP, addition of silica fume unexpectedly did not. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Admixtures KW - Aggregates KW - Asphalt cement KW - High-range water reducing admixtures KW - Hot mix asphalt KW - Laboratory tests KW - Mechanical properties KW - Modulus of elasticity KW - Portland cement concrete KW - Recycled asphalt pavements KW - Silica fume KW - Tensile strength KW - Tests KW - Toughness UR - https://trid.trb.org/view/780502 ER - TY - CONF AN - 01023565 AU - Buch, Neeraj AU - Chatti, Karim AU - Haider, Syed Waqar AU - Pulipaka, Aswani S AU - Lyles, Rick W AU - Gilliland, Dennis AU - International Society for Concrete Pavements TI - Statistical Challenges Presented by the SPS-2 Experiment and Data PY - 2005 SP - pp 149-166 AB - The challenges presented by the Specific Pavement Studies-2 (SPS-2) experiment and data for statistical analyses are presented in this paper. Experiment-related issues included (i) wide variation in traffic levels and ages among the fourteen test sites; and (ii) unbalanced distribution of test sites among climatic zones and subgrade types. The challenges presented by the data included (i) outlier issues, (ii) quantification of performance, and (iii) the lack of measurable distresses due to the "young" age of test sections. In this paper the importance of selecting appropriate data analysis methods for obtaining reliable results is illustrated. Though most of the methods that were applied for the analysis are well-established, the choice of the methods (magnitude- versus frequency-based) was driven by the extent and occurrence of distresses. Based on the current status of the data, frequency-based methods such as Linear Discriminant Analysis (LDA) and Binary Logistic Regression (BLR) lend themselves well to explaining trends associated with occurrence of cracking; whereas a magnitude based method like analysis of variance (ANOVA) is appropriate for evaluating joint faulting and change in IRI. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Age KW - Analysis of variance KW - Climatic regions KW - Cracking KW - Data analysis KW - Experiments KW - Frequency (Electromagnetism) KW - Joint faulting KW - Linear Discriminant Analysis (LDA) KW - Logistic regression analysis KW - Magnitude KW - Outliers KW - Pavement distress KW - Pavement performance KW - Specific Pavement Studies (LTPP) KW - Statistical analysis KW - Subgrade (Pavements) KW - Test sections KW - Traffic KW - Variance UR - https://trid.trb.org/view/778809 ER - TY - CONF AN - 01023564 AU - Peshkin, David AU - Wade, Monty AU - Bruinsma, James AU - Delatte, Norbert Joseph AU - International Society for Concrete Pavements TI - Case Studies in Accelerated Practices for Airfield Concrete Pavement Construction PY - 2005 SP - pp 1204-1221 AB - Case studies have been developed to form the basis for a Guide for Accelerated Practices for Airfield Concrete Pavement Construction for the Innovative Pavement Research Foundation. First, a comprehensive list of accelerated airfield concrete pavement projects was assembled. From this list, a shorter list of detailed case studies was developed. These case studies were developed through site visits and telephone and electronic mail interviews. Techniques that have been used to accelerate concrete airfield pavement construction include the use of high early strength concrete, the temporary use of precast panels, innovative contracting practices, design and construction innovations, and creative planning and phasing solutions. The case studies provide valuable documentation of the lessons learned in the implementation of these strategies. The Guide will be of interest and value to anyone who is contemplating either new portland concrete cement (PCC) pavement construction or the maintenance, rehabilitation, or reconstruction of an existing PCC pavement under operational constraints. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Air bases KW - Airport planning KW - Case studies KW - Concrete pavements KW - Construction KW - Contracting KW - Early strength (Concrete) KW - Guidelines KW - Interviewing KW - Pavement design KW - Portland cement concrete KW - Precast concrete KW - Rehabilitation (Maintenance) UR - https://trid.trb.org/view/781047 ER - TY - CONF AN - 01023563 AU - Mehta, Jinesh AU - Olek, Jan AU - Weiss, William Jason AU - Nantung, Tommy AU - International Society for Concrete Pavements TI - Effect of Surface Evaporation and Slab Thickness on the Scaling Resistance of Concrete Containing Fly Ash PY - 2005 SP - pp 283-298 AB - Laboratory tests (conducted in accordance with ASTM C 672) frequently indicate that concrete containing fly ash may be susceptible to scaling. Based on this concern, a few northern USA states restrict the use of fly ash during the late-fall pavement construction season. However, a survey of twelve northern states revealed that scaling is rarely observed in actual pavements. In an attempt to develop a more clear understanding of the potential reasons for the apparent discrepancy between the scaling resistance of laboratory concretes and field concretes, scaling studies were conducted on concrete containing 20% of a Class C fly ash. The main variables in the study were the surface water evaporation rate (water loss was ranged from 0 to 4.5 kg/sq m 2) and the thickness of the slab specimen (55 mm to 245 mm). The selected ranges of test variables were intended to represent moisture and temperature conditions that are likely to be encountered in the field. In addition to monitoring the mass of material lost from the surface due to scaling, the temperature gradient that developed inside the specimen during freezing was measured. In addition, scanning electron microscopy was performed to assess differences in porosity of the near surface concrete. The results indicate that ASTM C 672 is too severe when compared to the environmental conditions that are likely to be encountered in the field. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - ASTM C 672 KW - Concrete KW - Construction KW - Electron microscopy KW - Environmental conditions KW - Evaporation KW - Field tests KW - Fly ash KW - Laboratory tests KW - Moisture content KW - Pavement performance KW - Porosity KW - Scaling (Concrete) KW - Slabs KW - Temperature gradients KW - Thickness UR - https://trid.trb.org/view/778833 ER - TY - CONF AN - 01023562 AU - Rangaraju, Prasada Rao AU - Sompura, Ketan R AU - Olek, Jan AU - Diamond, Sidney AU - Lovell, Janet AU - International Society for Concrete Pavements TI - Potential for Development of Alkali-Silica Reaction in the Presence of Airfield Deicing Chemicals PY - 2005 SP - pp 1269-1289 AB - This paper focuses on some preliminary studies conducted to investigate the role of alkali-based airfield deicers in causing alkali-silica reaction (ASR) in airfield pavement concrete. A modified ASTM C 1260 test procedure was used in this study, in which mortar bars prepared with reactive aggregate were immersed in deicer soak solution instead of 1 N sodium hydroxide solution. In addition, standard ASTM C 1260 tests were also conducted on mortar bar containing reactive aggregate. Expansion of mortar bars subjected to deicer solutions in the modified ASTM C 1260 test was either equivalent or significantly greater than expansion of mortar bars exposed to the 1 N sodium hydroxide soak solution in the standard test. Based on the findings from this study, it appears that the alkali-based airfield deicers have considerable potential in initiating and accelerating ASR. In parallel studies with a non-reactive aggregate, no significant expansions were observed either in the standard or modified ASTM C 1260 test. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Aggregates KW - Air bases KW - Alkali silica reactions KW - ASTM C 1260 KW - Concrete pavements KW - Deicing chemicals KW - Mortar bar test KW - Sodium hydroxide KW - Test procedures UR - https://trid.trb.org/view/781016 ER - TY - CONF AN - 01023561 AU - Kazmierowski, Thomas J AU - Chan, Susanne AU - International Society for Concrete Pavements TI - Fifteen Years Performance of a Concrete Pavement Rehabilitation Project in Canada PY - 2005 SP - pp 1030-1042 AB - The Ministry of Transportation of Ontario (MTO) undertook the rehabilitation of an exposed concrete pavement exhibiting various distress manifestations in the summer of 1989. Highway 126 in Southwestern Ontario is a four-lane divided arterial with 22,000 AADT and 9.6% commercial traffic in year 2000. The existing pavement, originally constructed in 1963, consisted of 230 mm mesh reinforced Portland Cement Concrete (PCC) pavement with dowelled joints at a spacing of 21.3 m. The rehabilitation strategy selected for southbound lanes was a 180 mm thick plain jointed unbonded PCC overlay to address the severe 'D' cracking and spalling at all the joints and cracks. The rehabilitation of the northbound lanes, which had experienced moderate deterioration, consisted of using the latest concrete pavement rehabilitation (CPR) techniques, material specifications and construction methods, which included full depth repair, partial depth repair, diamond grinding and joint sealant replacement. This paper will discuss the evaluation of this rehabilitated pavement in terms of roughness measurements, frictional resistance measured, and pavement condition ratings. Overall, the fifteen-year performance of the rehabilitated concrete pavements has been good with acceptable levels of ride quality, frictional resistance and distress propagation. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete pavements KW - Cracking KW - Diamond grinding KW - Doweled joints (Pavements) KW - Joint sealing KW - Ontario (Province) KW - Partial depth repairs KW - Pavement condition rating KW - Pavement distress KW - Pavement performance KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Repairing KW - Ride quality KW - Roughness KW - Skin resistance KW - Spalling UR - https://trid.trb.org/view/780934 ER - TY - CONF AN - 01023560 AU - vdM Steyn, W J AU - Strauss, P J AU - Perrie, B D AU - du Plessis, L AU - International Society for Concrete Pavements TI - The Roodekrans Trial Sections: The Role of Structural Support under Very Thin Jointed and CRC Pavements Subjected to Heavy Traffic PY - 2005 SP - pp 93-108 AB - The Roodekrans trial sections were constructed to evaluate the effect of aggregate interlock, dowels, continuous reinforcement and various supporting layers on the relative performance of very thin concrete pavements. The sections were constructed on the exit road from a quarry and have successfully sustained 400000 equivalent 80 kN axle loads to date. The concrete pavement thickness varied from 50mm to 140mm and the base support consisted of either a natural or stabilized gravel layer 100mm thick, or in some cases, thin asphalt between the stabilized base and slab. After 2 years of heavy truck traffic, a panel of 30 experienced road-engineers visually evaluated performance and found the role played by the support conditions to be crucial for the performance of the road. This paper summarizes the design and construction of the 10 sections and discusses their performance with specific reference to the role that the support conditions played in the good performance achieved. The findings of the reviewers are first discussed to obtain a viewpoint on the performance of the sections, followed by an analytical evaluation of the sections to arrive at some mechanistic explanations for the good performance of the sections. The data obtained from these sections have been used in upgrading the mechanistically based design program, cncPave, that has been developed in South Africa. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Asphalt KW - Concrete pavements KW - Dowels (Fasteners) KW - Evaluation KW - Exit road KW - Gravel KW - Heavy traffic KW - Highway engineers KW - Interlocking aggregates KW - Mechanistic design KW - Pavement design KW - Pavement performance KW - Paving KW - Reinforcement (Engineering) KW - Slabs KW - South Africa KW - Structural supports KW - Test sections KW - Thickness KW - Thinness KW - Truck traffic UR - https://trid.trb.org/view/778798 ER - TY - CONF AN - 01023559 AU - Silfwerbrand, Johan AU - International Society for Concrete Pavements TI - Design of Heavily Loaded Continuously Reinforced Concrete Pavements PY - 2005 SP - pp 674-689 AB - Industrial pavements are subjected to very large loads, e.g., axle loads exceeding 1000 kN and containers stacked in height and blocks equaling single loads of even higher magnitude. Often, industrial pavements are located in harbors where the subgrade may consist of the previous bottom of the sea and fillings. It is necessary to make the concrete pavement competitive and as thin as possible without jeopardizing safety. Continuous reinforced concrete pavements (CRCP) may be one possibility. Prof. A. Losberg used yield line theory (YLT) for the design of CRCP. The YLT is described in the paper through some simple and practical cases. The YLT allows considerably higher ultimate loads than the theory of elasticity. One problem is how to handle fatigue. It is illustrated by tests found in the literature. Finally, a new Swedish design concept for industrial CRCP based on YLT and containing a high safety factor to prevent fatigue failure is described. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete pavements KW - Continuously reinforced concrete pavements KW - Elasticity (Mechanics) KW - Failure KW - Fatigue (Mechanics) KW - Harbors KW - Industrial pavements KW - Literature reviews KW - Pavement design KW - Pavement performance KW - Subgrade (Pavements) KW - Traffic loads KW - Yield line method UR - https://trid.trb.org/view/780821 ER - TY - CONF AN - 01023558 AU - Copuroglu, Oguzhan AU - Fraaij, Alex AU - Bijen, Jan AU - International Society for Concrete Pavements TI - Frost Salt Scaling Resistance Improvement of GGBFS Concrete by Na-MFP Treatment PY - 2005 SP - pp 259-267 AB - An investigation has been performed into a treatment of the surface of ground granulated blast furnace slag (GGBFS) cement concrete in order to improve the frost salt scaling resistance. A sodium monofluorophosphate (Na-MFP) solution has been applied. The results show that the resistance is substantially improved. The microstructural characteristics are also discussed. In addition, the effect of various percentages of Na-MFP solution on frost salt scaling resistance of GGBFS mortar phase is presented. It is concluded that the Na-MFP treatment modifies the carbonate phases and improves the early resistance of the GGBFS cement matrix with water to cement ratio of 0.45 against frost salt scaling attack. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Carbonates KW - Cement KW - Cement mortars KW - Concrete KW - Frost KW - Frost salt scaling KW - Granulated slag KW - Improvements KW - Microstructure KW - Resistance (Mechanics) KW - Scaling (Concrete) KW - Sodium monofluorophosphate (Na-MFP) UR - https://trid.trb.org/view/778828 ER - TY - CONF AN - 01023557 AU - van Leest, Adrian J AU - Stet, Marc J A AU - Frenay, Jerome W AU - International Society for Concrete Pavements TI - VENCON 2.0: A Fast and Reliable Design Tool for Concrete Road Pavements (Jointed and Continuously Reinforced Applications) PY - 2005 SP - pp 1303-1321 AB - In the Netherlands, concrete pavements varying from low volume country roads to dual carriage motorways, are designed with the 'VENCON 1.0' program. This program has been developed in the eighties and was originally meant for the design of jointed concrete pavements. An enquiry amongst the users revealed the need for an update towards the Windows operating system but also a technical update became necessary. The update also gave an opportunity to reconsider the design models, to incorporate CRCP design and 'standardize' input data such as the latest practical measurement data from axle loads and tyre spectra of vehicles as well as temperature gradients in the concrete pavement. The classical Westergaard formulae for thickness calculation of concrete layers were extended with Van Cauwelaert's closed form solutions to cater for bound base layers. The 'Delft University tensile member model' is used to design the reinforcement and to predict the cracking pattern of the continuously reinforced concrete pavement. This model is validated with in-situ measurements of two CRCP roads. program distinguishes three user levels (junior, senior, expert). VENCON 2.0 was developed under CROW's responsibility and came onto the market in early 2005. It is used to design both jointed plain concrete pavement (JPCP) and continuously reinforced concrete pavements (CRCP). This paper provides an outline of the calculation process and the main improvements to the program. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Axle loads KW - Concrete pavements KW - Continuously reinforced concrete pavements KW - Cracking KW - Delft University tensile member model KW - Field tests KW - Pavement design KW - Reinforcement (Engineering) KW - Temperature gradients KW - Thickness KW - VENCON 1.0 KW - Westergaard's formulas UR - https://trid.trb.org/view/781021 ER - TY - CONF AN - 01023556 AU - Roesler, Jeffery R AU - Hiller, Jacob E AU - Littleton, Paul C AU - International Society for Concrete Pavements TI - Large-Scale Airfield Concrete Slab Fatigue Tests PY - 2005 SP - pp 1247-1268 AB - Large-scale concrete slab tests were conducted in the laboratory to evaluate the effect of multiple wheel gears on the fatigue resistance of concrete slabs. Monotonic and cyclic loading was completed on sixteen fully-supported slabs. The monotonic testing characterized the flexural strength of the concrete slab under the fully-supported conditions relative to the standard simply-supported flexural beam test. The testing program addressed the effects of peak stress ratio, stress range, and stress pulse type on the fatigue resistance of concrete slabs. For low cycle fatigue, stress range was not a significant factor while the applied peak stress controlled the number of repetitions to failure. For high cycle fatigue, peak stress and stress range affected the number of cycles to failure. An S-N curve analyses of the fatigue results showed that the number of repetitions to failure for the tridem pulses was not equivalent to the single pulse repetitions to failure for the same pulse duration, peak stress, and stress range. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Air bases KW - Fatigue (Mechanics) KW - Flexural strength KW - Laboratory tests KW - Monotonic loads KW - Repeated loads KW - Slabs KW - Stress range KW - Stress ratio UR - https://trid.trb.org/view/781005 ER - TY - CONF AN - 01023555 AU - Khazanovich, Lev AU - Gotlif, Alex AU - International Society for Concrete Pavements TI - Evaluation of PCC Joint Stiffness Using LTPP Data PY - 2005 SP - pp 1120-1137 AB - Shear stiffness of joints and cracks profoundly affects the performance of concrete pavements. This paper presents a systematic analysis of stiffness of joints in jointed concrete pavement (JC) and cracks of continuously reinforced pavements (CRCP) using deflection data collected under the Long Term Pavement Performance (LTPP) program. To estimate joint behavior, representative load transfer efficiency (LTE) indexes were calculated for all LTPP sections and a trend analysis was performed to evaluate the effect of Falling Weight Deflectometer (FWD) load level on LTE. It was found that the majority of the joints did not show significant load-level dependency. This justifies use of a simple Tabatabae-Barenberg (TB) model for routine pavement analysis. The paper also discusses a backcalculation procedure for determination of TB model parameters. Joint stiffness were backcalculated from LTEs, coefficients of subgrade reactions, and radii of relative stiffness. As expected, it was found that cracks in CRCP usually have higher stiffnesses than joints of JCP, while non-doweled joints usually have much lower stiffnesses than doweled joints. It was also found that joint stiffness could vary significantly during the day. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Backcalculation KW - Concrete pavements KW - Continuously reinforced concrete pavements KW - Cracking KW - Deflection KW - Falling weight deflectometers KW - Load transfer KW - Long-Term Pavement Performance Program KW - Nondoweled joints (Pavements) KW - Pavement joints KW - Pavement performance KW - Portland cement concrete KW - Stiffness KW - Subgrade (Pavements) KW - Trend (Statistics) UR - https://trid.trb.org/view/780949 ER - TY - CONF AN - 01023554 AU - Smith, Tim AU - Jolly, Robb AU - International Society for Concrete Pavements TI - Concrete Pavement A Sustainable Choice PY - 2005 SP - pp 585-606 AB - Portland cement concrete pavement (PCCP) has long enjoyed the reputation as a longer lasting, durable pavement surface with low maintenance costs. Likewise, PCCP from a safety perspective has demonstrated a reduced potential for hydroplaning and better night time visibility. This paper will look at the sustainable performance characteristics of concrete pavement by examining and documenting some of its many social, economic and environmental advantages. The paper will provide details on the various social benefits of concrete pavement including: reduced potential for hydroplaning; better night time visibility; improved stopping distance; and enhanced ride and comfort. Research on the environmental benefits such as reduced life cycle embodied energy for concrete compared to asphalt roadways, reduced "urban heat island" effect, and smog reduction are also identified. In addition, the paper will review the findings of several studies on truck fuel savings from traveling on rigid versus flexible pavement and show how these fuel savings translate into reduced greenhouse gas (GHG) and smug emissions. The reuse and recyclable nature of PCCP and use of supplementary cementing materials (SCM) will also be addressed. PCCP structures will be discussed to demonstrate the aggregate savings of when utilizing PCCP. Economic benefits such and life cycle cost and potential for reduced lighting requirements for PCCP are also being provided. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Asphalt pavements KW - Concrete pavements KW - Costs KW - Economic benefits KW - Environmental impacts KW - Flexible pavements KW - Fuel conservation KW - Hydroplaning KW - Life cycle costing KW - Low maintenance KW - Night visibility KW - Pavement performance KW - Portland cement concrete KW - Social benefits KW - Supplementary cementing materials UR - https://trid.trb.org/view/780807 ER - TY - CONF AN - 01023553 AU - Tighe, Susan AU - Chung, Wilson AU - Leung, Fiona AU - Ellerbusch, Tom AU - Fung, Rico AU - International Society for Concrete Pavements TI - A Pilot Study of Instrumented Unbonded Concrete Overlay in Toronto PY - 2005 SP - pp 857-882 AB - Unbonded concrete overlays provide structural rehabilitation and can be cost effective when the existing pavements are highly distressed and/or removal of existing pavement layers is not desirable. This paper describes a pilot study, which involves a three way partnership between the University of Waterloo, the Cement Association of Canada and the City of Toronto, to evaluate and document the performance of the first instrumented unbonded concrete overlay in Canada. The rehabilitation area is located at a heavily-trafficked intersection on Bloor Street and Aukland road in the City of Toronto. The large volumes of bus traffic from the nearby subway station caused significant damage to the pavement structure. The rehabilitation design was composed of placing an unbonded concrete overlay on Bloor Street and replacing the section on Aukland Road with full depth exposed concrete. Twelve strain gauges are embedded in the concrete layer and they are strategically located along the wheel paths of the buses. The sensors are being monitored to assess long-term performance of the concrete overlay and the full depth concrete subjected to traffic and climatic loads. This paper outlines the design parameters, site conditions, and material properties of the overlay. The construction and full-scale instrumentation of this project are described, followed by preliminary analyses of up-to-date performance records. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Cost effectiveness KW - Overlays (Pavements) KW - Pavement distress KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Site conditions KW - Strain gages KW - Toronto (Canada) KW - Traffic volume KW - Unbonded concrete overlays UR - https://trid.trb.org/view/780918 ER - TY - CONF AN - 01023552 AU - Peng, Yanfei AU - Hansen, Will AU - Smiley, David L AU - Jensen, Elin A AU - International Society for Concrete Pavements TI - Prediction of Top-Down Transverse Cracking in Jointed Plain Concrete Pavement PY - 2005 SP - pp 1342-1358 AB - This paper describes the findings of a recently completed investigation by the University of Michigan to identify the causes for premature, mid-slab cracking of joined plain concrete pavement (JPCP) in Michigan. The study found several factors are working interactively to induce slab cracking. The major factor is the support characteristics of the unbound open-graded aggregate base. Deflection testing showed a permanent loss of slab contact with the base (void) exists near the doweled joint. Time history analysis of the deflection data showed that the dowels are very likely loose. Loss of slab-base contact without pumping suggests that post-compaction under heavy vehicle loading or particle degradation is occurring. In addition, the study found that the load transfer efficiency (LTE) across joints has declined since construction. Finite element analysis (ABAQUS) was used to evaluate the extent and significance of these factors on tensile stress and fatigue cracking. Fatigue failure culminates from excessive tensile stress at mid-slab at the slab's topside outer edge. The slab stress predictions correlate well with the deflection-based fatigue model by Wu et al. (1993) suggesting that a threshold corner deflection criteria may be used to determine when loss of slab support is critical. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete pavements KW - Deflection KW - Deflection tests KW - Dowels (Fasteners) KW - Finite element method KW - Heavy vehicles KW - Load transfer KW - Michigan KW - Open graded aggregates KW - Tension KW - Transverse cracking UR - https://trid.trb.org/view/781028 ER - TY - CONF AN - 01023551 AU - Newbolds, Scott A AU - Galal, Khaled A AU - Olek, Jan AU - Nantung, Tommy AU - International Society for Concrete Pavements TI - Evaluation of Formulae in PCA Design Approach for Ultra-Thin Whitetopping over Composite Pavement Section Under Accelerated Loading PY - 2005 SP - pp 883-899 AB - Ultra-thin whitetopping (UTW) is a popular pavement rehabilitation technique that involves the placement of a thin layer of portland cement concrete (PCC) over a distressed hot mixture asphalt (HMA) pavement. The new pavement is essentially a thin bonded concrete overlay. Thus, its composite performance depends on the stiffness of the underlying pavement layers. One objective of this project is to develop models that can be used for the mechanistic design of UTW pavements. Additionally, UTW performance models will be developed. To accomplish this task, a UTW pavement test section was constructed in the Indiana Department of Transportation -- Purdue University Accelerated Pavement Testing facility. The pavement section consisted of a UTW overlay of an existing composite pavement section (thin HMA layer over a PCC layer). The performance of the UTW overlay was monitored using destructive and non-destructive methods, including measurements of strain, strength, and pavement stiffness. Portland Cement Association (PCA) design guidelines were investigated to assess their applicability to cases of UTW placed over composite pavements. Preliminary results indicate that the equations may be able to be used if the concept of an equivalent thickness is employed. Further, the effective radius of relative stiffness calculated from falling weight deflectometer testing of in-situ pavements may be able to be modified to account for the proposed UTW overlay and input into the design equations. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Bonded concrete overlays KW - Composite pavements KW - Falling weight deflectometers KW - Field tests KW - Guidelines KW - Hot mix asphalt KW - Mechanical loads KW - Mechanistic design KW - Nondestructive tests KW - Pavement design KW - Pavement layers KW - Pavement performance KW - Performance models KW - Portland Cement Association KW - Portland cement concrete KW - Stiffness KW - Strain measurement KW - Whitetopping UR - https://trid.trb.org/view/780920 ER - TY - CONF AN - 01023550 AU - Rasoulian, Masood AU - Titi, Hani AU - Martinez, Mark AU - International Society for Concrete Pavements TI - Evaluation of Narrow Transverse Contraction Joints in Jointed Plain Concrete Pavements PY - 2005 SP - pp 357-371 AB - This paper presents the results of a research project conducted at the Louisiana Transportation Research Center (LTRC) to evaluate the performance of narrow transverse contraction joints in jointed plain concrete pavements. In addition, the paper evaluates the early entry dry saw cutting method in crack control of jointed plain concrete pavements. Two test sections were established during the construction of a new jointed plain concrete pavement on Northline Road in Port Allen, Louisiana. The first test section is 1200-ft long in which standard transverse contraction joints were created using the conventional wet double saw cut method. The second section is also 1200-ft long in which narrow transverse contraction joints were created using the early entry dry cut method. A monitoring program consisted of visual surveys to observe the cracking development, measurements of joint dimensions, pavement and joint distress surveys, and measurements of joint load transfer. Evaluation of the effectiveness of both joint types (standard and narrow) in controlling the cracking in concrete pavements is presented. Research results demonstrated that the sealed narrow joints performance was comparable with the performance of the standard joints. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete pavements KW - Construction KW - Contraction joints KW - Cracking of concrete pavements KW - Early entry dry saw cutting method KW - Evaluation KW - Louisiana Transportation Research Center KW - Monitoring KW - Narrow joints KW - Pavement performance KW - Port Allen (Louisiana) KW - Sawing KW - Test sections KW - Transverse joints KW - Wet double saw cut method UR - https://trid.trb.org/view/778846 ER - TY - CONF AN - 01023549 AU - Morian, Dennis A AU - Grafton, R Jon AU - International Society for Concrete Pavements TI - Construction of the Precast Prestressed Pavement Installation on I-10 in El Monte, California PY - 2005 SP - pp 824-839 AB - The section of prestressed/post tensioned pavement was constructed in the spring of 2004, in conjunction with reconstruction of a section of I-10 in the Los Angeles, California (CA) area. While this technology has been used in the past, significant progress is being made in terms of practical application. The paper includes a discussion of concepts pertinent to this type of pavement as well as fabrication and construction details for delivery of the pavement. This project utilized a specific geometric design so that the shoulder is included in the prestressed panels. Details of the fabrication process of the panels and field assembly are discussed. The paper describes details of panel fabrication and handling. It also addresses placement of the panels and the post tensioning operations. The details include those for jointing and post tensioning of slabs. Advantages of this type of pavement construction include reduced field construction time and long anticipate service life. The nature of this pavement design makes it an excellent form of long-life pavement. The significance of this research is the demonstration of successful application of precast post tension technology for pavement repair and construction. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Construction KW - El Monte (California) KW - Fabrication KW - Geometric design KW - Panels KW - Pavement design KW - Precast concrete KW - Prestressed concrete pavements KW - Reconstruction KW - Repairing KW - Service life KW - Slabs KW - Tensioning UR - https://trid.trb.org/view/780883 ER - TY - CONF AN - 01023548 AU - Sargand, Shad AU - Swanlund, Mark AU - Bendana, Julian AU - Castro, Daniel AU - International Society for Concrete Pavements TI - Evaluation of HPC Pavement in Nelsonville, Ohio, Using Non-Destructive Methods PY - 2005 SP - pp 980-994 AB - This paper is focused on evaluating the performance of several concrete mixes of high-performance concrete (HPC) pavement using different techniques such as laboratory testing, warping and curling monitoring and falling weight defflectometer testing. A research plan was developed to accomplish two principal objectives: First, to determine the maturity function of the newly placed concrete, and second, to monitor dynamic and environmental response of concrete slabs in each of three test sections. Each test section was approximately 1,000 ft long. Five hundred feet of each test section were cured using a spray-on membrane, while the other five hundred feet were cured using wet burlap. Three concrete mixes using different types and sizes of coarse aggregate and granulated blast furnace slag were incorporated into this project. Two slabs in each test section were instrumented with thermocouple sticks at the center and outside corners. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Admixtures KW - Burlap KW - Coarse aggregates KW - Concrete curing KW - Concrete maturity KW - Curling KW - Falling weight deflectometers KW - Granulated slag KW - High performance concrete KW - Laboratory tests KW - Nelsonville (Ohio) KW - Nondestructive tests KW - Slabs KW - Test sections KW - Warping UR - https://trid.trb.org/view/780928 ER - TY - CONF AN - 01023547 AU - Debroux, Raymond AU - Dumont, Raoul AU - International Society for Concrete Pavements TI - Twin-Layer Continuously Reinforced Concrete Pavement on the N511 at Estaimpuis (Belgium): An Investigation of the Optimization of Surface Characteristics PY - 2005 SP - pp 703-717 AB - The general consensus is that durability, an absence of deformation, and low maintenance when the road structure has been correctly designed are among the most desirable features of concrete pavement. By contrast, driving comfort and rolling noise are the characteristics most likely to give rise to discussion. A great deal of significant progress has been made in these areas in recent decades and where in particular we may mention the improvements in surface treatments (such as the super smoother and aggregate exposure), the use of fine aggregates and fine porous concrete. To obtain a better understanding of the problems posed, the options available for the construction of an experimental section of twin-layer continuously reinforced concrete pavement was defined. The principal variable examined in this experimental section related to the size of the aggregate used in the upper layer. Various tests carried out immediately after the completion of the site (roughness, evenness, acoustic measurements) were then supplemented by a new series of measurements (roughness, evenness, noise levels, surface texture). The data taken as a whole made it possible to assess the appropriateness and effectiveness of the selected alternatives. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Acoustics KW - Continuously reinforced concrete pavements KW - Durability KW - Estaimpuis (Belgium) KW - Field tests KW - Fine aggregates KW - Improvements KW - Measurement KW - Optimization KW - Porous pavements KW - Roughness KW - Smoothness KW - Surface treating KW - Texture KW - Traffic noise UR - https://trid.trb.org/view/780841 ER - TY - CONF AN - 01023546 AU - Cervo, Tatiana C AU - Severi, Andrea A AU - Rodolfo, Marcos P AU - Pereira, Deividi S AU - Balbo, Jose T AU - International Society for Concrete Pavements TI - Innovative Aspects of the Concrete Pavement Design Standard for Sao Paulo Highways PY - 2005 SP - pp 61-74 AB - During the last decades there were no official national standards for the design of concrete pavements for highways and streets in Brazil. Due to technical differences between each region, it is necessary to develop consistent research to establish design tools for pavements. Researches carried out last five years could immediately be used to assure highway officials that both rupture criteria and climate-traffic effect models for concrete slabs are reliable and sound for a specific project condition. This paper presents the calibration of stress equations for the design of concrete slabs based on field measurements, models for defining thermal differentials for tropical conditions, and the main results for calibration of a fatigue model for concrete, all in an attempt to determine appropriate rules for the local design of concrete pavements. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Calibration KW - Climate-traffic KW - Concrete pavements KW - Design standards KW - Design tools KW - Fatigue (Mechanics) KW - Field measurements KW - Impacts KW - Pavement design KW - Rupture criteria KW - Sao Paulo (Brazil) KW - Slabs KW - Stresses KW - Thermal differentials UR - https://trid.trb.org/view/778795 ER - TY - CONF AN - 01023545 AU - Chavooshi, Saeedh AU - Brown, Sam AU - Rens, Kevin AU - International Society for Concrete Pavements TI - Inventory & Analysis of Minor Concrete Infrastructure for the City and County of Denver PY - 2005 SP - pp 221-240 AB - The City and County of Denver (CDD) and the University of Colorado Denver (UCD) have been involved in cooperative research since 1997. Although a variety of projects have been completed, the main deliverable has been a comprehensive Geographic Information System (GIS) database containing both major and minor infrastructure. Major infrastructure included assets such as bridges and streets, while minor infrastructure includes assets of alleys and street subsystems, which include curbs, gutters, inlets, sidewalks, driveways, crosspans, and curb ramps. This paper presents the equipment and methodology used for the inventory and analysis summary of CCD's concrete curbs, gutter pans, and alleys. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Alleys KW - Analysis KW - Bridges KW - Concrete KW - Curb ramps KW - Curbs KW - Driveways KW - Equipment KW - Geographic information systems KW - Gutters KW - Infrastructure KW - Inventory KW - Methodology KW - Sidewalks KW - Street subsystems KW - Streets UR - https://trid.trb.org/view/778824 ER - TY - CONF AN - 01023544 AU - Yang, Zhifu AU - Weiss, William Jason AU - Olek, Jan AU - Nantung, Tommy AU - International Society for Concrete Pavements TI - Assessing Damage, Sorptivity, Air Content, and Strength of Portland Cement Concrete Pavements in Indiana PY - 2005 SP - pp 128-148 AB - A field condition assessment was performed for selected portland cement concrete pavement (PCCP) in the state of Indiana. Five pavement sections (including a 25 year old un-trafficed section) were selected based on age, traffic, and overall performance. After a field survey and site inspection, cores were taken from these pavements and used for laboratory analysis. The cores were visually inspected, after which they were sectioned and used for air void analysis, microscopic investigation of cracking, water absorption, and splitting tensile strength. Large irregular air voids were observed in each pavement core. The hardened concrete air content was observed to vary both between the different pavement sections and between the top and bottom layers of the pavement. In addition, the hardened air content in the pavements was found to vary from 4 to 13% by volume. Micro-cracks were observed in some pavements that appeared at the aggregate paste interface, through weak aggregates, and around air voids. In damaged pavements, the sorptivity of the top layer of the pavement was higher than that of the middle or bottom layer. The magnitude of variation in sorptivity appears to be related to the age and performance of the pavement. This is in agreement with the results from laboratory-cured specimens, in which freeze and thaw damage influences both the short-term and long-term sorptivity of concrete. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Age KW - Aggregates KW - Air content KW - Air voids KW - Cores (Specimens) KW - Cracking KW - Freeze thaw tests KW - Indiana KW - Magnitude of variation KW - Microcracking KW - Pavement cracking KW - Pavement damage KW - Pavement layers KW - Pavement performance KW - Portland cement concrete KW - Sorption KW - Specimens KW - Tensile strength KW - Test sections KW - Traffic KW - Volume KW - Water absorption UR - https://trid.trb.org/view/778807 ER - TY - CONF AN - 01023543 AU - Larson, Roger M AU - Scofield, Larry AU - Sorenson, James AU - International Society for Concrete Pavements TI - Providing Durable, Safe, and Quiet Highways PY - 2005 SP - pp 500-522 AB - Most pavement design and construction specifications do not adequately define the pavement functional surface characteristics that are important to highway users. The result is that sometimes completed highway projects do not meet user expectations. Currently, most specifications address only smoothness (ride quality), whereas other desirable surface characteristics such as durability, and surface texture [friction (safety) and noise (environment)] are not often specifically addressed. The purpose of this paper is to look primarily at the functional characteristics of paved highway surfaces. First, functional performance will be described. Secondly, the individual surface characteristics affecting functional performance will be discussed with emphasis on pavement texture which has a major effect on friction (safety) and noise (environment). Next, recent innovative techniques and equipment to measure and evaluate these characteristics will be explained. Safety efforts underway both internationally and in the U.S. will be addressed. Finally, examples of the best practices will be described. Consideration on these factors by the engineering profession will help ensure that the highway user expectations are met on completed projects by providing durable, safe and quiet highways. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Best practices KW - Construction KW - Durability KW - Environment KW - Friction KW - Highway safety KW - Pavement design KW - Pavement performance KW - Smoothness KW - Texture KW - Traffic noise UR - https://trid.trb.org/view/780514 ER - TY - CONF AN - 01023542 AU - Tayabji, Shiraz AU - International Society for Concrete Pavements TI - Framework for Design and Construction of Long-Life Concrete Pavements PY - 2005 SP - pp 208-220 AB - In the past, concrete pavements were routinely designed and constructed to provide low-maintenance service life of 20 to 25 years. In fact, the majority of the United States (U.S.) interstate and the primary system were designed on the basis of the 20 to 25 year initial service life. Experience has shown that pavements in high volume traffic corridors need to be designed and constructed to provide longer service life because of the difficulties in performing effective repair and rehabilitation activities along these high volume highway corridors. In addition, the public is no longer tolerant of frequent extended lane closures to perform repair activities. It is becoming an established practice in the U.S. to require that concrete pavements provide low-maintenance service life of 40 plus years. Portland cement concrete (PCC) pavements can meet this specific requirement if proper considerations are incorporated in the design and good construction practices, including use of sound concrete making materials, are followed. This paper provides an overview of current U.S. practices and efforts at optimizing pavement design features and construction practices to minimize early age failures and provide long-term low-maintenance service in excess of 40 plus years. The paper also provides a framework for ensuring that the critical design and construction features that impact long-term service are recognized and accounted for. The design and construction features discussed include features that improve slab cracking and deflection responses, features that minimize maintenance operations, and construction features that assure long-life pavement. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete pavements KW - Construction and maintenance KW - Cracking of concrete pavements KW - Deflection KW - Failure KW - High volume roads KW - Highway corridors KW - Lane closure KW - Pavement design KW - Portland cement concrete KW - Service life UR - https://trid.trb.org/view/778821 ER - TY - CONF AN - 01023541 AU - Wentland, Kevin A AU - International Society for Concrete Pavements TI - Roller-Compacted Concrete Pavement, An Industry Perspective PY - 2005 SP - pp 453-461 AB - This paper presents a summary of findings and experiences in implementing Roller-Compacted Concrete Pavement ("RCC Pavement") at industrial distribution facilities. The author's experiences in RCC Pavement involved defining and taking complete responsibility from concept to completion, including but not limited to, material selection, mixture design, structural design, production, transportation, placement and curing. Using ten-plus years of experience and incorporating pertinent research findings, processes and tests lead to the development of Quality Assurance ("QA") Processes and Quality Control ("QC") tests/observations. Continuous improvement has been made on developing a QC program. The author's experiences involved the use of RCC Pavement as a finished surface and dictated a high performance RCC Pavement (compressive and flexural strength as high as 40 MPa and 5 MPa, respectively after only 7 days); therefore, all placement utilized an ABG paver and vibrating screed with dual tamping bars to obtain high density RCC Pavement while minimizing roller displacement and maximizing smoothness and riding characteristics of the final RCC Pavement surface. Size of the projects has limited these experiences to production of RCC Pavement through the use of either a wet-batch concrete plant or a dry-batch concrete plan in conjunction with a horizontal shaft mixer. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete curing KW - Concrete placing KW - Concrete plants KW - Displacement (Pavements) KW - Flexural strength KW - Materials selection KW - Mix design KW - Pavers KW - Production KW - Quality assurance KW - Quality control KW - Roller compacted concrete pavements KW - Screeds KW - Shafts (Machinery) KW - Smoothness KW - Structural design KW - Transportation UR - https://trid.trb.org/view/778887 ER - TY - CONF AN - 01023540 AU - Prem, Hans AU - Ayton, Geoff AU - International Society for Concrete Pavements TI - Improved Techniques for Assessing Ride Quality on Concrete Pavements PY - 2005 SP - pp 733-754 AB - Under current procedures used in Australia for testing and interpretation of road profiles it is difficult to identify and isolate pavement sections responsible for unpleasant ride vibration. For the construction of new concrete pavements, in particular, where subsequent correction of profiles is very expensive, there is a need for improved procedures to give early feedback of the ultimate ride quality. To help identify and treat pavement problem areas, numerical models were developed to simulate ride vibration and pavement grinding. The ride and grind simulation models cover four generic vehicle classes - passenger cars, heavy commercial vehicles, off-road recreational and sports utility vehicles and motorcycles - and conventional pavement grinding equipment. A number of vibration response presentation formats were developed to help quantify ride vibration severity, intrinsic unevenness and grind treatment effectiveness. The models and key findings of the study are presented in this paper through contrasting examples of responses from the models to a selection of road profiles before and after virtual (theoretical) remedial grind treatment. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Australia KW - Commercial vehicles KW - Concrete pavements KW - Grinding KW - Motorcycles KW - Passenger cars KW - Pavement performance KW - Paving KW - Recreational vehicles KW - Ride quality KW - Road profiles KW - Roughness KW - Simulation KW - Test sections KW - Vibration UR - https://trid.trb.org/view/780843 ER - TY - CONF AN - 01023539 AU - Ioannides, Anastasios M AU - Peng, Jun AU - Swindler, James R AU - International Society for Concrete Pavements TI - Simulation of Concrete Fracture Using ABAQUS PY - 2005 SP - pp 1138-1154 AB - This paper discusses the analytical simulation of crack propagation using the Fictitious Crack Model for notched and unnotched Portland Cement Concrete beam specimens. Parameters such as those controlling the loading conditions, mesh fineness, aspect ratio in the vertical or horizontal directions, and notch to beam thickness ratio are considered. The commercial program ABAQUS is used, and simulations are compared to previous analytical and experimental results. A linear elastic investigation is first conducted to test the agreement of the results with the Timoshenko beam theory. Subsequently, an investigation is conducted to test the built-in fracture mechanics capabilities of ABAQUS for tracking crack propagation. Since these built-in capabilities are found to be inadequate, the creation of a model from basic elements if pursued. This is accomplished by introducing JOINTC elements along the crack plane to model joint interactions. Several series of tabulated results are used to illustrate the advantage of using finite element simulation over conducting laboratory experiments, reflected in the time, effort, and money saved. The application of fracture mechanics to understanding concrete pavement cracking is found to be desirable, practical and feasible. It is argued that the development of a truly mechanistic design procedure hinges on the elimination of long-held empirical concepts, including statistical transfer functions. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - ABAQUS (Computer program) KW - Finite element method KW - Fracture mechanics KW - JOINTC KW - Linear elasticity KW - Loading conditions KW - Mesh fineness KW - Portland cement concrete KW - Simulation KW - Thickness KW - Timoshenko beams UR - https://trid.trb.org/view/780951 ER - TY - CONF AN - 01023538 AU - Houben, Lambert J M AU - Huurman, Marinus AU - van der Kooij, Jasper AU - Poot, Siem AU - International Society for Concrete Pavements TI - Modieslab Innovative Concrete Pavement Structure: From Idea through Research to Implementation PY - 2005 SP - pp 75-92 AB - In 1996 the Dutch Ministry of Transport, Public Works and Water Management launched the innovation program 'Roads to the Future'. One of the developed innovative pavement structures is a Modular Pavement Structure called Modieslab. This structure is designed as a bridge and it merely consists of precast concrete elements. Since 2001 several researches were performed. Along the motorway A50 in the Netherlands a low-risk and not heavily loaded test section was constructed and monitored during 16 months. On this test section mainly the functional properties as well as construction and maintenance techniques were investigated. The main findings of this test section are reported. The structural integrity of the structure was investigated by Accelerated Load Testing of another instrumented test section by means of Linear Tracking (LINTRACK). Some characteristic measurement results are presented. Insight into the structural behavior of both the total pavement structure and the most critical upper part of it was further obtained by means of 3D finite element modeling. Some typical calculation results are compared to measurement results. Finally the materials research is briefly described. This research concentrates on the porous concrete wearing course. Research is ongoing to find solutions for skid resistance and ravelling problems that occurred to some extent on the test sections. Given the rather positive experiences, both from a technical and an economical point of view, it was decided to actually construct an in-service road section of the radically innovative Modieslab pavement structure after only 4 to 5 years of research. Probably this project will be realized in 2005 or 2006 in an area with very poor subsoil. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Accelerated loading facilities KW - Bridges KW - Construction and maintenance KW - Finite element method KW - In-service (Pavements) KW - Innovation KW - Linear Tracking (LINTRACK) KW - Measurement KW - Modieslab (Modular Pavement Structure) KW - Netherlands KW - Pavement structure KW - Porous pavements KW - Precast concrete KW - Precast concrete pavements KW - Public works KW - Skid resistance KW - Stripping (Pavements) KW - Structural behavior KW - Structural integrity KW - Subsoil KW - Test sections KW - Water control KW - Wearing course (Pavements) UR - https://trid.trb.org/view/778796 ER - TY - CONF AN - 01023537 AU - Strauss, P J AU - Perrie, B D AU - Rossmann, D AU - International Society for Concrete Pavements TI - Performance of a Thin CRCP Inlay Designed for a Five-Year Life: A Case Study PY - 2005 SP - pp 607-620 AB - The steep uphill section of an interstate highway had experienced considerable damage in the form of serious rutting due to slow-moving heavy vehicles. The asphalt pavement had to be rehabilitated every 4 years and a decision was made to mill and replace the top 180 mm of the slow lane with a Continuously Reinforced Concrete Pavement (CRCP) inlay. The inlay design was based on an anticipated 6 million equivalent 80 kN axles over five years and it was envisaged that a concrete overlay would be placed over the full width of the road at the end of this period. However, at the end of six years only approximately 0.25% of the area of the inlay had shown serious distress. It was decided to determine the remaining structural life of the pavement with a view to repairing failed areas permanently, rather than temporarily, if the remaining structural life was found to be significant. This paper describes the testing of behaviour and performance on a relatively highly cracked section of the inlay using the Heavy Vehicle Simulator (HVS). Although the test section had narrowly spaced transverse cracking prior to testing, no punch-outs could be created using the HVS. A detailed survey of the 26 lane km of inlay showed that failure did not necessarily occur at closely spaced cracks, but was more associated with edge loading, loss of slab support and poor quality concrete. It also became very clear that a high variation in concrete characteristics (and in particular concrete strength) resulted in a high risk of structural failure. The results were translated into transfer functions that have been included in cncPave, a mechanistically-based design method for concrete pavements developed for South African conditions. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Asphalt pavements KW - Concrete pavements KW - Continuously reinforced concrete pavements KW - Cracking KW - Damage (Pavements) KW - Heavy vehicles KW - Mechanistic design KW - Milling KW - Repairing KW - Rutting KW - Slab support KW - Slow moving vehicles KW - South Africa KW - Structural failures KW - Test sections KW - Transverse cracking UR - https://trid.trb.org/view/780817 ER - TY - CONF AN - 01023536 AU - Smith, Peter J AU - Barenberg, Ernest J AU - International Society for Concrete Pavements TI - Using Precast Super-Slab® for Rapid Repair of Concrete Pavements PY - 2005 SP - pp 789-807 AB - The need for rapidly repairing and replacing concrete pavement has reached near crisis proportions on portions of our most heavily traveled highways. Increasingly heavy traffic flows demand shorter and shorter repair work windows putting more and more pressure on Department of Transportation's (DOT's) to repair such highways invisibly. The practice of using "short term" repairs materials, just because they can be installed rapidly, compounds the problem because repairs made from such materials will themselves need to be repaired in just a few years - in addition to all of the "new" repairs that will need to be made. The use of precast slabs as a material for making rapid repairs has long been entertained because of the durable qualities inherent in concrete slabs manufactured under controlled conditions. The impediment to their use has been the lack of a good way to rapidly and efficiently install them as fully bedded and interlocked precast pavement. This paper will present an overview of the Super-Slab® System that was developed specifically to accomplish that. Specific references will be made to projects that have been successfully completed using the System. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Concrete pavements KW - Durability KW - Highways KW - Precast concrete KW - Rapid repair KW - Repairing KW - Short term KW - Slabs KW - Super-Slab System KW - Traffic flow UR - https://trid.trb.org/view/780846 ER - TY - CONF AN - 01023535 AU - Darter, Michael I AU - Titus-Glover, Leslie AU - Mallela, Jagannath AU - International Society for Concrete Pavements TI - Concrete Overlay Design of Flexible Pavement Using the NCHRP 1-37A Design Guide: A Case Study PY - 2005 SP - pp 928-951 AB - A pavement evaluation and concrete overlay design was completed for a 10-mi section of flexible pavement on Interstate 35 of the Kansas Turnpike. A records review, visual condition survey, rutting measurements, and testing with a falling weight deflectometer (FWD) was conducted. Coring was also performed to establish the condition of underlying hot mixed asphalt (HMA) layers. The results were used to evaluate the conditions of the in-place pavement and to design rehabilitation alternatives. The evaluation indicated that the existing flexible pavement had deteriorated to a state that requires rehabilitation. A requirement of the design was to maintain the existing surface elevation, thus, the design portland cement concrete (PCC) overlay thickness would be milled off from the existing 330-mm (13-in.) HMA layer thickness. Several alternative concrete overlays were designed and evaluated using the new Mechanistic-Empirical Pavement Design Guide (M-E PDG) from National Cooperative Highway Research Program (NCHRP) 1-37A. A variety of informative sensitivity results are shown including an optimized concrete overlay design for the I-35 project and comparison is made with the 1993 American Association of State Highway and Transportation Officials (AASHTO) procedure. In addition, designs are also presented for lower traffic conditions to illustrate its impact on design. The results demonstrate the practical use, reasonableness, and benefits of the new M-E PDG for PCC overlay design. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - American Association of State Highway and Transportation Officials KW - Benefits KW - Concrete overlays KW - Cores (Specimens) KW - Falling weight deflectometers KW - Flexible pavements KW - Hot mix asphalt KW - Mechanistic-Empirical Pavement Design Guide KW - National Cooperative Highway Research Program KW - Pavement design KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Rutting KW - Surface elevation KW - Thickness KW - Visual survey UR - https://trid.trb.org/view/780925 ER - TY - CONF AN - 01023534 AU - Siddique, Zahidul AU - Hossain, Mustaque AU - International Society for Concrete Pavements TI - Finite Element Analysis of PCCP Curling and Roughness PY - 2005 SP - pp 1173-1188 AB - Smoothness specifications for newly built Portland Cement Concrete Pavements (PCCP) in Kansas have evolved over the last two decades through applications and a number of revisions. However, some PCCP sections built under current specifications in the smoothness bonus range experience rapid loss of smoothness with time. Sometimes this happens even before the sections are opened to traffic it is believed that this loss results from curling due to the temperature differential between the pavement top and bottom surfaces. In this study, three-dimensional simulation of curling of PCCP has been presented using a finite element (FE) software, ANSYS. A number of FE models were built to simulate several newly built PCCP sections in Kansas. The sections were modeled as three-layer systems with cement-treated base and lime-treated subgrade. Layer materials were modeled as linear elastic and the properties were obtained from the tests conducted during construction. Pavement layers and steel dowel bars were modeled using 3-dimensional solid (brick) elements. The complex interaction of the slab with the dowel bars was modeled as a contact problem. Regression models were developed for the curling deflection and International Roughness Index (IRI), a roughness statistics resulting from the curled profiles, based on different simulation parameters. The results obtained from the simulations show that the curling deflection and IRI calculated from the deflected slab profiles are affected by the slab thickness, compressive strengths of the concrete slab and base layers, and the temperature differential between the pavement top and bottom surfaces. Both curling deflection and IRI increase with an increase in temperature differential and compressive strength of the stabilized base layer. Higher slab thickness and concrete compressive strength would result in lower curling deflection and IRI values. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - ANSYS (Computer program) KW - Brick pavements KW - Calcium oxide KW - Cement treated bases KW - Compressive strength KW - Curling KW - Finite element method KW - International Roughness Index KW - Kansas KW - Linear elasticity KW - Pavement layers KW - Portland cement concrete KW - Regression analysis KW - Roughness KW - Slabs KW - Smoothness KW - Subgrade (Pavements) KW - Temperature KW - Test sections KW - Three dimensional modeling KW - Tie bars UR - https://trid.trb.org/view/780954 ER - TY - CONF AN - 01020692 AU - International Society for Concrete Pavements TI - Eighth International Conference on Concrete Pavements: Innovations for Concrete Pavement: Technology Transfer for the Next Generation, Volumes 1, 2 and 3 PY - 2005 SP - v.p. AB - This conference is the eighth in a series of such conferences to bring together experts from all over the world to discuss the state of the art of concrete pavement design, construction, evaluation, performance, and rehabilitation. Additional topics addressed include precast pavements, bases, sealants, joints, and drainage. The seventy-eight papers published in these proceedings are organized in three volumes. Volume I contains papers from the following sessions: (1) Concrete Pavement Practices Around the World; (2) Analysis of Field Performance Data - What Have We Learned?; (3a) The Impact of Concrete Pavement Design and Construction on Performance; (3b) Pavement Management and Policies; (4) Improving Concrete Performance in Cold and Hot Regions; and (5) Joint Design and Construction/Alternate Dowel Materials. Volume II continues with the following sessions: (6) Use of Innovative Materials in PCC Paving; (7) Balancing Durability, Safety, Noise and Sustainability; (8) Continuously Reinforced Concrete; (9a) New Concepts for Design and Construction; (9b) Ride Quality: Specification and Measurement; and (10) Precast Concrete Pavement. Volume III concludes with the following sessions: (11) Analysis and Design of Concrete Overlays; (12) Non-Destructive and Accelerated Load Test Applications; (13) Pavement Rehabilitation; (14) Concrete Pavement Analysis and Behavior (including Curling and Warping); (15) Concrete in Airport Applications; and (16) Tools and Concepts for Pavement Design. U1 - Eighth International Conference on Concrete PavementsAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaColorado Department of TransportationConcrete Reinforcing Steel InstituteFederal Highway AdministrationPortland Cement AssociationPurdue UniversityTransportation Research BoardColorado Springs,CO,United States StartDate:20050814 EndDate:20050818 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, Colorado Department of Transportation, Concrete Reinforcing Steel Institute, Federal Highway Administration, Portland Cement Association, Purdue University, Transportation Research Board KW - Accelerated tests KW - Airport runways KW - Base course (Pavements) KW - Cold weather KW - Concrete overlays KW - Concrete pavements KW - Conferences KW - Continuously reinforced concrete pavements KW - Curling KW - Deserts KW - Drainage KW - Durability KW - Frigid regions KW - High performance concrete KW - Hot weather KW - Innovation KW - Landing fields KW - Nondestructive tests KW - Pavement design KW - Pavement joints KW - Pavement management systems KW - Pavement performance KW - Precast concrete pavements KW - Rehabilitation (Maintenance) KW - Ride quality KW - Road construction KW - Roller compacted concrete pavements KW - Sealing compounds KW - Skid resistance KW - State of the art KW - Technology transfer KW - Tie bars KW - Traffic noise KW - Warpage UR - https://trid.trb.org/view/778502 ER - TY - CONF AN - 01020329 AU - Rahall Appalachian Transportation Institute TI - Tri-State Safety Conscious Planning Roundtable PY - 2005 SP - v.p. AB - This CD-ROM was prepared in follow-up to the Tri-State Safety Conscious Planning Roundtable. It contains the materials that were distributed at the meeting, the powerpoint presentations delivered by the Federal representatives and peers, the Metropolitan Planning Organization (MPO) powerpoint presentations, and other items suggested by participants, as well as an interactive index. Safety Conscious Planning (SCP) has several key characteristics, including the following: (1) It is a collaborative process and brings together state departments of transportation, MPOs, regional councils, transit agencies, highway safety professionals, practitioners and advocates, motor carrier safety professionals, law enforcement, elected officials, the public, and other professional communities. (2) It is data driven and uses crash, enforcement, and other types of safety-related data to identify current problems, proactively seek effective strategies to prevent crashes, prioritize and select projects and programs, measure performance, and evaluate results. (3) It is comprehensive because it includes all aspects of transportation safety, because it looks at corridors and systemwide assessments, and because it is multimodal, including strategies related to transit and non-motorized road users. U1 - Tri-State Safety Conscious Planning RoundtableFederal Highway AdministrationHuntington,WV,United States StartDate:20050920 EndDate:20050921 Sponsors:Federal Highway Administration KW - Commercial vehicle operations KW - Conferences KW - Databases KW - Highway safety KW - Law enforcement KW - Metropolitan planning organizations KW - Motor carriers KW - Nonmotorized transportation KW - Planning KW - Politics KW - Public transit KW - State departments of transportation KW - Transit operating agencies KW - Transportation safety UR - https://trid.trb.org/view/778512 ER - TY - RPRT AN - 01020309 AU - Federal Highway Administration TI - Federal Lands Highway Division Design Visualization Guide PY - 2005 SP - v.p. AB - The purpose of this guide is to introduce visualization tools and innovative practices to the Federal Lands Highway (FLH) designer with the goal that these techniques and tools will eventually be integrated into most FLH projects, and used whenever there are design issues or communication needs. The guide will help the designer learn to use commonly available software tools to produce visualizations that will help them better understand and communicate their designs. It is also intended to help the user better understand more advanced design visualization (DV) tools and techniques that are available, and allow more effective coordination with FLH visualization staff. The user will also be better equipped to provide required design and model data to outside DV consultants to facilitate the production of better and more effective presentations. KW - Communication KW - Comprehension KW - Federal land KW - Guidelines KW - Highway design KW - Software KW - Visualization UR - http://www.efl.fhwa.dot.gov/manuals/dv/ UR - https://trid.trb.org/view/778442 ER - TY - RPRT AN - 01019081 AU - Hutcheson, William R AU - Mrkich, Dale AU - US Forest Service AU - Federal Highway Administration TI - Handtools for Trail Work: 2005 Edition PY - 2005///2005 SP - 54p AB - The Missoula Technology and Development Center (MTDC), working with trail crews throughout the United States, has standardized a comprehensive document on the use and maintenance of handtools involved in trail work. Information collected from industry experts, from interviews with trail crew members, and from extensive literature and market research on the subject provides the text for this document. It stresses safe and efficient tool use. It describes each tool and presents nomenclature and maintenance procedures, including sharpening techniques and rehandling methods. The document is intended for both experienced and inexperienced trail crews. KW - Construction and maintenance equipment KW - Handtools KW - Nomenclature KW - Procedures KW - Rehandling KW - Safety KW - Sharpening techniques KW - Tools KW - Trails KW - Utilization UR - https://trid.trb.org/view/775791 ER - TY - RPRT AN - 01019069 AU - Hedlund, James H AU - Governors Highway Safety Association AU - Federal Highway Administration TI - Countermeasures That Work: A Highway Safety Countermeasure Guide For State Highway Safety Offices PY - 2005 SP - 187p AB - This guide is a basic reference to assist State Highway Safety Offices (SHSOs) in selecting effective, science-based traffic safety countermeasures for major highway safety problem areas. The guide: describes major strategies and countermeasures that are relevant to SHSOs; summarizes their use, effectiveness, costs, and implementation time; and provides references to the most important research summaries and individual studies. The guide contains a chapter for each problem area. Each chapter begins with a brief overview of the problem area’s size and characteristics, the main countermeasure strategies, a glossary of key terms, and a few general references. Next, a table lists specific countermeasures and summarizes their use, effectiveness, costs, and implementation time. Each countermeasure is then discussed in approximately one page. Some countermeasure areas are covered in more depth than others due to the availability of published research. For example, impaired driving has a long and rich research history while other topics, such as driver distraction and fatigue, have received less attention. Highway safety problem areas covered include the following: alcohol-impaired driving, seat belts, speeding and aggressive driving, fatigued and distracted driving, motorcycle safety, young drivers, and older drivers. KW - Aged drivers KW - Aggression KW - Alcohol use KW - Costs KW - Countermeasures KW - Distraction KW - Drivers KW - Drunk driving KW - Effectiveness KW - Fatigue (Physiological condition) KW - Highway safety KW - Impaired drivers KW - Implementation KW - Motorcycle safety KW - Seat belts KW - Speeding KW - State highway departments KW - States KW - Strategic planning KW - Teenage drivers KW - Time KW - Traffic safety KW - Utilization KW - Young adults UR - http://www.ghsa.org/html/publications/countermeasures.html UR - https://trid.trb.org/view/775585 ER - TY - RPRT AN - 01019032 AU - Federal Highway Administration TI - Transportation Asset Management Case Studies: Bridge Management - Experiences of California, Florida, and South Dakota PY - 2005 SP - 32p AB - State Departments of Transportation are integrating electronic databases and software applications to achieve efficiencies and meet their performance goals. California, Florida, and South Dakota have been making progressive inroads using the Pontis Bridge Management System, and here they share their approaches as a guide for other States who want to do the same. All the information necessary to manage the integrity of California’s bridge infrastructure is contained in a single database with sharing features achieved using the Pontis data structure. Pontis is used not only to generate bridge reports, but is also accessed by district maintenance crews, project planners, Caltrans management, and the California Transportation Commission for their various lists and reports. Florida has simplified management and found cost-effective solutions by integrating Pontis with the Citrix MetaFrame Access Suite and the Project-Level Analysis Tool (PLAT). Citrix MetaFrame is a Web tool for bridge inspections that efficiently provides users a single point of access from any location, for any number of people, using many devices, over any connection. PLAT is a decision support system tool that makes routine policy, programming, and budgeting decisions regarding preservation and improvement of the State’s bridges. Like all States, South Dakota’s goal is to preserve their aging structures. Pontis is a valuable tool in this regard because it calculates the rate of deterioration for all the various bridge materials such as concrete, prestressed concrete, steel, and timber. The South Dakota Department of Transportation saved approximately 900 annual man-hours in labor by customizing the Pontis check-out/check-in process and abandoning their previous practice of entering inspection data from paper forms. An overview of the bridge management practices in these three States is presented here to help State departments of transportation shape their Asset Management programs in a way that leads them to achieve their goals and performance measures efficiently and cost effectively. KW - Aging (Materials) KW - Asset management KW - Bridge management systems KW - Bridges KW - California KW - Case studies KW - Concrete KW - Cost effectiveness KW - Databases KW - Decision support systems KW - Deterioration KW - Florida KW - Inspection KW - Labor KW - Performance goals KW - Pontis (Computer program) KW - Prestressed concrete bridges KW - Software KW - South Dakota KW - Steel structures KW - Strategic planning KW - Structures KW - Timber KW - Web-based systems UR - http://www.fhwa.dot.gov/infrastructure/asstmgmt/bmcs7.pdf UR - https://trid.trb.org/view/775595 ER - TY - CONF AN - 01017719 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Larson, Mark C TI - Organizing for Performance Management SN - 0309094178 PY - 2005 IS - 36 SP - pp 99-120 AB - The public-sector transportation community now has 15 to 20 years of experience in learning to plan and manage with performance measures. The paths of development vary widely from one organization to the next, yet they converge toward some common elements of effective practice. Great progress on this journey has been logged. Today, transportation investments are being selected on the basis of performance deficiencies and forecast benefits. Project status is reported regularly to managers, legislators, and the public. Politicians debate the performance level of snow and ice removal. A state transportation commission has posted experience in performance management as a critical qualification for a new secretary of transportation. This resource paper focuses on how that progress has been achieved--the factors that have contributed to success. Through interviews with veterans of practice and evidence from the Minnesota Department of Transportation's experience, the paper examines key drivers of development and elements of successful practice. The paper shares what experienced organizations see as the next steps in development. It looks at what tools can be added to the repertoire to make performance management more effective. Finally, the paper explores emerging challenges and issues. Interviews were conducted with eight states and two metropolitan planning organizations. Additional information was collected from the American Association of State Highway and Transportation Officials' Standing Committee on Planning meeting and peer exchange in Charleston, South Carolina, in May 2004; the October 2003 U.S. Department of Transportation roundtable in Washington, D.C.; the 2004 Transportation Research Board international scan; and other sources. This paper aims to crystallize the experience of a number of organizations and provoke thought and discussion. Other organizations may be blazing different paths to effective performance management. Transit organizations and regional organizations, for example, have experiences that are different from those of states. U1 - Second National Conference on Performance MeasuresTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationIrvine,California,United States StartDate:20040822 EndDate:20040824 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration KW - Interviewing KW - Metropolitan planning organizations KW - Organizations KW - Performance based management KW - Performance measurement KW - State of the practice KW - States UR - http://onlinepubs.trb.org/onlinepubs/conf/CP36.pdf UR - https://trid.trb.org/view/773179 ER - TY - CONF AN - 01017717 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Hendren, Patricia G AU - Neumann, Lance A AU - Pickrell, Steven M TI - Linking Performance-Based Program Development and Delivery SN - 0309094178 PY - 2005 IS - 36 SP - pp 121-130 AB - The combination of performance-based program development, project delivery, and system monitoring creates an effective, efficient, and accountable transportation management structure. Although all three components--program development, delivery, and monitoring--are essential to performance-based management, the focus of this resource paper is on the linkage between program development and program delivery. Establishing a relationship between program development and program delivery will enable agencies to guide transportation decisions from conception to implementation. This paper begins with a discussion of performance measures application to the identification and selection of projects and services and to subsequent delivery of the transportation program. Next, the importance of implementing these two components of performance-based management and the relationship between the processes are assessed. The paper concludes with an assessment of some of the challenges of further connecting program development and delivery and a few suggestions as to how these challenges can be addressed. With limited examples from transportation agencies that have fully connected these two procedures, the issues raised in the paper are designed to identify the need and opportunity to advance performance-based management of transportation systems. U1 - Second National Conference on Performance MeasuresTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationIrvine,California,United States StartDate:20040822 EndDate:20040824 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration KW - Decision making KW - Implementation KW - Performance based management KW - Performance measurement KW - Program delivery KW - Program development KW - Program management KW - Transportation UR - http://onlinepubs.trb.org/onlinepubs/conf/CP36.pdf UR - https://trid.trb.org/view/773248 ER - TY - CONF AN - 01017716 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Adams, Louis H AU - Harrison, Frances D AU - Vandervalk, Anita TI - Issues and Challenges in Using Existing Data and Tools for Performance Measurement SN - 0309094178 PY - 2005 IS - 36 SP - pp 131-140 AB - Many transportation agencies seek to improve business processes by expanding the use of performance measurement without making significant additional investments in data collection and analysis tools. The purpose of this resource paper is to highlight technical issues associated with the use of existing data and tools for performance measurement in a transportation agency. Common challenges are identified and recommendations are included so that agency staff can anticipate and address the challenges in a proactive manner. U1 - Second National Conference on Performance MeasuresTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationIrvine,California,United States StartDate:20040822 EndDate:20040824 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration KW - Data analysis KW - Data collection KW - Performance measurement KW - Transportation departments UR - http://onlinepubs.trb.org/onlinepubs/conf/CP36.pdf UR - https://trid.trb.org/view/773828 ER - TY - CONF AN - 01017715 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Poister, Theodore H TI - Performance Measurement in Transportation: State of the Practice SN - 0309094178 PY - 2005 IS - 36 SP - pp 81-98 AB - The purpose of this resource paper is to track recent trends in the development and use of performance measures in transportation, assess the current state of the practice, and point out further issues that must be addressed to use measurement systems most advantageously. Focusing primarily on state departments of transportation, the paper addresses the questions of what is measured, how performance is measured, how performance data are reported, and how performance measures are used. The paper concludes with a summary of recent trends in the field and outlines continuing challenges that need to be addressed. U1 - Second National Conference on Performance MeasuresTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationIrvine,California,United States StartDate:20040822 EndDate:20040824 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration KW - Data reporting KW - Performance measurement KW - State departments of transportation KW - State of the practice KW - Transportation KW - Trend (Statistics) UR - http://onlinepubs.trb.org/onlinepubs/conf/CP36.pdf UR - https://trid.trb.org/view/773177 ER - TY - CONF AN - 01017696 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board TI - Performance Measures to Improve Transportation Systems: Summary of the Second National Conference SN - 0309094178 PY - 2005 IS - 36 SP - 150p AB - The Second National Conference on Performance Measures had two primary objectives: to explore the implementation and use of performance measures and to discuss how to monitor the impact of performance measures on the delivery and quality of transportation services. The program was designed to maximize the exchange of information and perspectives among the participants. Two workshops, Performance Measures Basics and Communicating Transportation Systems Performance and Measurement, were held at the beginning of the conference. Resource papers were commissioned on the five themes discussed during the conference: Performance Measures--State of the Practice; Impact of Performance Measures on Internal and External Relationships; Typing Together Performance-Based Program Development and Delivery; Data and Tools Required to Support Decision Making; and Measuring Performance in Difficult-to-Measure Areas. The papers were presented in panel sessions, and each was followed by a panel discussion. The panels, composed of experts from across the country, explored aspects of each topic in more depth. Breakout sessions to encourage the exchange of information and experience followed. The conference participants also had the opportunity to hear a report on an International Scan of Performance Measures. This conference summary report is based on the conference agenda. The presentations made in each conference session are summarized, starting with a presentation by the resource paper authors and continuing through the panel discussion. The breakout sessions are summarized at the end of the main report. These summaries highlight a variety of agency experiences with the use of performance measures and identify research that could improve the use of performance measures. The resource papers prepared for the conference appear in this document, and a list of conference attendees is provided. U1 - Second National Conference on Performance MeasuresTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationIrvine,California,United States StartDate:20040822 EndDate:20040824 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration KW - Conferences KW - Decision making KW - Implementation KW - Monitoring KW - Performance measurement KW - Program management KW - Quality of service KW - State of the practice KW - Workshops UR - http://onlinepubs.trb.org/onlinepubs/conf/CP36.pdf UR - https://trid.trb.org/view/773174 ER - TY - CONF AN - 01016539 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Li, Hainan AU - Guensler, Randall L AU - Ogle, Jennifer TI - Comparing Women's and Men's Morning Commute Trip Chaining in Atlanta, Georgia, by Using Instrumented Vehicle Activity Data SN - 0309093945 PY - 2005 IS - 35 SP - pp 14-20 AB - Differences between women's and men's morning commute trip-chaining patterns are examined by using a subset of instrumented vehicle activity observations for 10 days of morning commute journeys made by 182 drivers from 138 households in Atlanta, Georgia. Morning commute trips that involve trip chaining are longer both in distance and in duration for both men and women compared with morning commutes without trip chaining. On the basis of analysis of the Atlanta data reported, overall gender differences in the morning commute trip-chaining patterns for men and women appear to exist. Men traveled a greater distance and spent more time in the morning commute than did women. Men stopped more frequently than women, and women tended to have shorter stop durations than did men. Some of the findings contradict previous research. It is not clear whether the differences reported here are specific to Atlanta, to the households involved in the sample, or perhaps to the specific time frame in which the analyses were undertaken. A larger sampling of the instrumented vehicle data (1 year of commute travel for 250+ households in the Commute Atlanta project) is currently being prepared to further assess these differences and to examine whether gender roles may be changing, at least in Atlanta. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Atlanta (Georgia) KW - Commuting KW - Data collection KW - Females KW - Gender KW - Instrumented vehicles KW - Males KW - Travel time KW - Trip chaining KW - Trip length UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773059 ER - TY - CONF AN - 01016538 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Laapotti, Sirkku TI - What Are Young Female Drivers Made Of? Differences in Driving Behavior and Attitudes of Young Women and Men in Finland SN - 0309093945 PY - 2005 IS - 35 SP - pp 148-154 AB - Young female drivers in Finland are described by comparing the driving behavior and attitudes of young women and men. The study also questioned whether the traffic behavior and attitudes of female drivers have changed to resemble those of male drivers more closely during the past 20 years. The study used questionnaires to collect data from about 40,000 drivers on their attitudes and behavior (quantity and quality of driving, number and type of accidents, number of violations). Data on traffic offenses were also gathered by questionnaires from 30,275 drivers on an official register. Accident databases covering three levels of severity were used in the study: self-reported accidents, accidents in which claims were made to insurance companies, and fatal accidents investigated by the Road Accident Investigation Teams in Finland. The results showed that on the whole, female drivers hold more positive attitudes toward traffic regulations and safety. They committed fewer traffic offenses and were involved in accidents less often than men (exposure controlled for). Typical female drivers' accidents were those involving backing up and minor single-vehicle accidents. It is concluded that traffic attitudes and accident patterns of female drivers have not changed to resemble those of men more closely during the past 20 years in Finland. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Attitudes KW - Behavior KW - Crash severity KW - Data collection KW - Drivers KW - Females KW - Finland KW - Males KW - Questionnaires KW - Traffic crashes KW - Traffic regulations KW - Traffic safety KW - Traffic violations UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773157 ER - TY - CONF AN - 01016537 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Krizek, Kevin J AU - Johnson, Pamela Jo AU - Tilahun, Nebiyou TI - Gender Differences in Bicycling Behavior and Facility Preferences SN - 0309093945 PY - 2005 IS - 35 SP - pp 31-40 AB - This study focuses on bicycling and specifically the differences by gender in terms of use and facility preferences. It is hypothesized that there are observable differences in bicycle use and how bicycle facilities are perceived; the researchers attempt to understand where differences exist and to document these differences in a manner that provides a baseline for future research. Secondary data from five different surveys were used to examine actual cycling behavior (commuting and other), desired amenities, and safety perceptions, as well as cycling facility preferences of women versus men. In general, the research uncovered a number of differences between men and women but also several other important differences. For example, there are distinct gender differences in the purpose of bicycle trips, desired amenities and safety perceptions, and the degree to which separate facilities are valued. This work contributes to the planning, transportation, and public health (physical activity) literature by providing a quantitative baseline documentation on which to build future work on a specific but often-glossed-over topic. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Amenities KW - Baseline data KW - Behavior KW - Bicycle facilities KW - Bicycling KW - Gender KW - Safety KW - Stated preferences KW - Surveys KW - Trip purpose UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773062 ER - TY - CONF AN - 01016536 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Vance, Colin AU - Buchheim, Sabine AU - Brockfeld, Elmar TI - Gender as a Determinant of Car Use: Evidence from Germany SN - 0309093945 PY - 2005 IS - 35 SP - pp 59-67 AB - The determinants of car use in Germany are explored by analyzing a panel survey of travel diary data collected between 1994 and 2001. The analysis is conducted against the backdrop of two questions: Do women have more constrained access to cars than men, and if so, how is this constrained access mitigated or exacerbated by other determinants of car use such as community design, socioeconomic circumstances, and the demographic composition of the household? A cross-cutting issue is whether the existence of gender discrepancies in car use reflects the outcome of objective reasoning or of patriarchal constraints. Answers to these questions are pursued by estimating a probit choice model of the determinants of car utilization on weekdays. Although it is found that women are characterized by a lower likelihood of car use than are men, the magnitude of the discrepancy is influenced by several intervening variables including age, number of children, and time spent in out-of-household activities. The presence of children, in particular, is found to play a significant role in reducing disparities between men and women with respect to car use, whereas urban form variables generally play an insignificant role. It is concluded that although car use decisions may be made on the basis of objective reasoning, this reasoning often emerges from patriarchal constraints that dictate traditional gender roles. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Age KW - Automobile travel KW - Children KW - Choice models KW - Females KW - Gender KW - Germany KW - Males KW - Panel studies KW - Probits KW - Travel diaries KW - Travel surveys KW - Urban form KW - Weekdays UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773066 ER - TY - CONF AN - 01016535 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Mohammadian, Abolfazl TI - Gender Differences in Automobile Choice Behavior SN - 0309093945 PY - 2005 IS - 35 SP - pp 41-48 AB - Automobile ownership plays an important role in determination of travel behavior. In contrast, gender difference is shown to be a significant factor in automobile choice behavior. The primary objective of this study was to identify influential factors that affect gender differences in automobile choice behavior. This study presents the process of developing mixed logit discrete choice models that control for gender to predict automobile type choice behavior. A variety of explanatory variables were used to provide a good model fit. Overall, the models demonstrate that gender-specific automobile type choice behavior is influenced by a wide variety of explanatory variables, including automobile attributes and household and individual characteristics. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Automobile ownership KW - Automobiles KW - Choice models KW - Discrete choice models KW - Gender KW - Households KW - Mixed logit models KW - Persons and personal characteristics KW - Vehicle characteristics UR - https://trid.trb.org/view/773063 ER - TY - CONF AN - 01016534 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Srinivasan, Sumeeta TI - Influence of Residential Location on Travel Behavior of Women in Chennai, India SN - 0309093945 PY - 2005 IS - 35 SP - pp 4-13 AB - The visible impact of urban transportation is in access to employment. However, transportation also affects access to other services such as shopping and social service facilities. Past research in Chennai, a large city in India, indicates that the relocation of the very poor in peripheral informal settlements severely affects their accessibility to jobs and services because of the commuting distances involved when employment opportunities continue to remain highly centralized. In this study an attempt was made to understand the influence of relative location within the city on travel behavior by using a sample of 116 low-income households from a variety of locations in Chennai. In particular, the travel behavior of women as affected by location was assessed. Models estimated to determine the influence of location characteristics on household travel behavior indicate that availability of transportation choices did affect the travel behavior of women even after differences in their life-cycle stage are accounted for. Recently, Chennai has been investing heavily in rail for public transportation without estimating current travel demand by spatial location within the city. The implications of this policy for integrated land use and transportation planning are especially pertinent in this context. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Access KW - Chennai (India) KW - Females KW - Jobs KW - Land use KW - Low income groups KW - Rail transit KW - Residential location KW - Shopping facilities KW - Social service KW - Transportation planning KW - Transportation policy KW - Travel behavior KW - Travel demand UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773023 ER - TY - CONF AN - 01016533 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Beck, Laurie F AU - Shults, Ruth A AU - Gilbert, Brenda Colley TI - Pregnant Women and Safety Belts: What Do We Know? SN - 0309093945 PY - 2005 IS - 35 SP - pp 128-134 AB - Injuries are a leading cause of death among pregnant women, and motor vehicle crashes are a leading cause of hospitalized injuries during pregnancy. The protective effect of safety belts for pregnant women and fetuses has been well documented. Self-reported data from two population-based surveys were used to examine safety belt use among reproductive-aged women and prenatal counseling about safety belts during pregnancy. The prevalence of safety belt use among reproductive-aged women ranged from 70% to 91% across 19 states. The prevalence of counseling about safety belts during pregnancy ranged from 37% to 57%. Younger, non-Hispanic black, and less educated reproductive-aged women were less likely to use seat belts. Pregnant women with these characteristics were more likely than older, non-Hispanic white, and more educated women to receive counseling about safety belt use. Population-based data on safety belt use among pregnant women are needed. Because belt use may change as the pregnancy advances, it should be measured during various stages of pregnancy. Adherence to counseling guidelines is low and should be increased. Provider counseling should be used in combination with effective tools such as legislation and high-visibility law enforcement, and the impact of counseling should be rigorously evaluated. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Blacks KW - Counseling KW - Injuries KW - Persons by educational level KW - Pregnant women KW - Seat belt use KW - Seat belts KW - Surveys KW - Traffic crashes KW - Whites UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773151 ER - TY - CONF AN - 01016532 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Loukaitou-Sideris, Anastasia TI - Is It Safe to Walk Here? Design and Policy Responses to Women's Fear of Victimization in Public Places SN - 0309093945 PY - 2005 IS - 35 SP - pp 102-112 AB - Fear of victimization and crime are important concerns for women in cities. Although differences among women exist because of age, race, class, cultural and educational background, sexual orientation, and disability status, as well as personal characteristics such as personality traits and sense of physical competence, women typically report higher levels of fear than men. Women's fear is particularly associated with specific environmental conditions and settings. An overview is given of women's fear of crime in public spaces. After a discussion of a series of facts and fallacies about women's fear, the outcomes of fear as reflected in women's behavior and travel patterns are reviewed. Empirical findings are reported from two surveys of women in neighborhood parks and waiting at bus stops in Los Angeles, California. Design and policy responses to women's fear of victimization are then focused on and the interrelationship between environment and crime is analyzed, with suggestions for design and planning strategies for safer public spaces. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Bus stops KW - Crimes KW - Environmental design KW - Fear KW - Females KW - Los Angeles (California) KW - Neighborhoods KW - Policy KW - Public areas KW - Safety KW - Strategic planning KW - Travel behavior KW - Travel patterns KW - Victims UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773073 ER - TY - CONF AN - 01016531 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Zhou, Yushuang AU - Outwater, Maren L AU - Proussaloglou, Kimon E TI - Market Research on Gender-Based Attitudinal Preferences and Travel Behavior SN - 0309093945 PY - 2005 IS - 35 SP - pp 171-179 AB - The attitudinal differences between men and women are examined in terms of how attitudes toward everyday travel vary by gender and to what extent differences in travel behavior can be explained by attitudinal differences. How differences in attitudes and behavior between men and women vary across socioeconomic groups is also addressed. Data for this study came from four attitude-based household surveys in which nearly 40 attitudinal questions were asked to measure respondents' sensitivity to a broad range of experiences that they may encounter during their daily travel and their attitudes toward characteristics of the different travel modes they consider for their travel. The ratings of the attitudinal statements were analyzed to determine whether there is a gender difference; they were also used to segment the survey respondents into distinct market groups according to shared travel attitudes. This study shows that there is significant gender difference in travel attitudes, though the relative rank order of ratings provided by the female respondents was similar to that of the male respondents. It is important to provide a mix of strategies that would be most effective for different market segments with a range of attitudinal preferences and socioeconomic characteristics. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Attitudes KW - Females KW - Gender KW - Households KW - Males KW - Market research KW - Market segmented groups KW - Socioeconomic factors KW - Transportation modes KW - Travel behavior KW - Travel surveys UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773166 ER - TY - CONF AN - 01016530 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Dellinger, Ann M TI - Nonfatal Transportation-Related Injury Among Women: Differences in Injury Patterns and Severity by Age SN - 0309093945 PY - 2005 IS - 35 SP - pp 163-168 AB - Transportation ranks among the leading causes of death and injury for women in the United states. National estimates of nonfatal injury were based on weighted data from 31,144 women aged 15 years and older treated in hospital emergency departments during 2002. These injuries were compared with data from 31,733 men collected in the same system. Injuries were classified by age, disposition (e.g., treated and released, hospitalized), person type (e.g., occupant, pedestrian), body area injured, and type of injury (diagnosis). The 31,144 injuries represented an estimated 1.8 million transportation injuries to women in the United States. The majority (93.6%) of injured women were treated and released. Data were divided into five categories: motor vehicle occupant, pedestrian, pedal cyclist, motorcyclist, and all other transportation-related injuries. An estimated 1,495,884 female occupants were injured during 2002. Women (1,280) had a higher occupant injury rate per 100,000 population than men (1,127). Men had higher rates as pedestrians, pedal cyclists, and motorcyclists. This analysis demonstrates the heavy burden of transportation injury among women, along with notable differences in injury severity and injury patterns. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Age KW - Cyclists KW - Females KW - Injuries KW - Injury patterns KW - Injury severity KW - Injury types KW - Males KW - Motorcyclists KW - Pedestrians KW - Statistics KW - Vehicle occupants UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773160 ER - TY - CONF AN - 01016529 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Nobis, Claudia AU - Lenz, Barbara TI - Gender Differences in Travel Patterns: Role of Employment Status and Household Structure SN - 0309093945 PY - 2005 IS - 35 SP - pp 114-123 AB - Many signs indicate that the mobility of women has changed significantly in the past several decades: young women possess a driver's license almost as often as young men do, and women's car availability and their average mileage per year have increased. At the same time, more and more women combine job and family. The effects that these changes have on women's mobility in Germany are explored. The central questions are whether women adapt their mobility behavior to that of men or develop a woman-specific behavior, particularly for the use of the car, and whether household structure and employment status have the same effect on travel patterns for men and women. With data from a national travel survey in Germany, a group classification is carried out in order to compare those with similar basic conditions. The grouping variables are sex, employment status, and household structure. The analysis is restricted to individuals between 30 and 49 years of age in order to minimize variation in the life cycle to the extent possible. The results show that single men and women share many similarities. Gender differences reach the highest level for multiperson households. As long as only sex and household type are taken into account, the gender differences found are consistent with the literature. However, the additional distinction of employment status reveals a more differentiated view of gender differences in travel patterns. Men are rarely part-time employees or homemakers, but once they have this role, they often have even more strongly pronounced travel characteristics that normally are ascribed to women. In contrast, the travel patterns of full-time employed women are still different from those of their male counterparts. In addition, when working full time, women are to a higher degree than men responsible for household duties and child care. In this context, the car seems to have the ambivalent role of affording more flexibility while at the same time solidifying the traditional role of women in household duties and child care. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Employment KW - Females KW - Gender KW - Germany KW - Households KW - Travel behavior KW - Travel patterns KW - Travel surveys UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773080 ER - TY - CONF AN - 01016528 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Gossen, Rachel AU - Purvis, Charles L TI - Activities, Time, and Travel: Changes in Women's Travel Time Expenditures, 1990-2000 SN - 0309093945 PY - 2005 IS - 35 SP - pp 21-29 AB - This study examines the constancy and change in total travel time expenditures of women and men in the San Francisco Bay Area across the 10-year period from 1990 to 2000. The data sets analyzed are the 1990 and 2000 Bay Area Travel Surveys. Total travel time expenditures for women and men are examined across various sociodemographic and household attributes including age, race and ethnicity, employment status, and household life-cycle category. The results show that for both women and men, reported daily travel time expenditures increased significantly from 1990 to 2000. In addition, the results show that for some subgroups of women and men, differences in travel time expenditures have equalized from 1990 to 2000, whereas differences between other subgroups have increased. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Age KW - Employment KW - Ethnic groups KW - Females KW - Gender KW - Households KW - Race KW - San Francisco Bay Area KW - Sets KW - Sociodemographic attributes KW - Travel surveys KW - Travel time UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773061 ER - TY - CONF AN - 01016527 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - McDonald, Noreen C TI - Does Residential Density Affect the Travel "Gender Gap"? SN - 0309093945 PY - 2005 IS - 35 SP - pp 68-75 AB - Research has shown that women with children have different travel patterns from those of their male counterparts, and thus there is a travel "gender gap." Women are more likely to make linked trips and to make trips solely to meet their children's travel needs, leading women to make more trips than men. A separate body of literature has shown significant, but moderate, influences of the built environment on travel behavior. This study tests the hypotheses that (a) there is a travel gender gap and (b) mothers make fewer trips for their children in densely populated places because their children are better able to meet their own travel needs. Analysis using the 2001 National Household Travel Survey shows that women make 77% more trips with children than their husbands do. This provides strong evidence for the existence of a gender gap when travel with children is considered. However, there is no evidence that the maternal travel burden declines as density increases, because children's travel options are not necessarily better in urban areas. Although children in urban areas walk and ride transit more than their rural counterparts do, they are less likely to have school bus service or to drive themselves. These two effects tend to cancel each other out, and the result is no reduction in mothers' travel burdens as density increases. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Built environment KW - Children KW - Females KW - Gender KW - Males KW - National Household Travel Survey KW - Residential density KW - Rural areas KW - Travel behavior KW - Travel patterns KW - Urban areas UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773068 ER - TY - CONF AN - 01016526 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Klinich, Kathleen DeSantis AU - Rupp, Jonathan D AU - Schneider, Lawrence W AU - Pearlman, Mark D TI - Protecting the Pregnant Occupant and Fetus in Motor Vehicle Crashes: Biomechanical Perspective SN - 0309093945 PY - 2005 IS - 35 SP - pp 135-140 AB - Providing effective protection for fetuses of pregnant occupants in motor vehicle crashes (MVCs) poses a challenge to automotive safety engineers because of limited data on the causes of fetal loss and injury. Recent studies have improved the understanding of biomechanical factors leading to adverse fetal outcomes in MVCs and have resulted in tools to evaluate restraint system performance in pregnant occupants. An anthropometry study of seated pregnant occupants throughout gestation has provided data on the size and shape of the pregnant abdomen relative to steering wheels and belt restraints. In-depth investigations of 42 crashes involving pregnant occupants resulted in logistic regression models that estimate the risk of adverse fetal outcome on the basis of crash severity and maternal restraint use. Data from these studies were used to develop a pregnant abdomen and injury reference values for the small female Hybrid III crash dummy. Highest-priority areas for future research are to monitor fetal outcomes after MVCs systematically, improve instrumentation for the pregnant crash dummy, expand the database of MVCs involving pregnant women, and measure material property characteristics of uterine and placental tissue. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Anthropometry KW - Biomechanical mechanisms KW - Crash investigation KW - Crash severity KW - Dummies KW - Fetus KW - Future research KW - Pregnant women KW - Regression analysis KW - Seat belt use KW - Seat belts KW - Steering wheels KW - Traffic crashes KW - Vehicle safety UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773154 ER - TY - CONF AN - 01016525 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Clifton, Kelly J AU - Livi, Andrea D TI - Gender Differences in Walking Behavior, Attitudes About Walking, and Perceptions of the Environment in Three Maryland Communities SN - 0309093945 PY - 2005 IS - 35 SP - pp 79-88 AB - Pedestrian behaviors and attitudes toward walking have recently become a focus of interest for researchers in a number of disciplines, including public health, transportation planning, and recreational studies. The potential gender differences regarding not only walking behavior but also attitudes about walking and perceptions of the environment, including safety, are of particular interest to planning researchers. To address these issues, the research design utilizes a survey instrument devised to capture respondents' perceptions about the physical environment, attitudes about walking, and self-reported pedestrian behaviors. These data were collected in three Maryland communities with different walkability and socioeconomic characteristics as part of a study to understand connections between the built environment and walking. These data are analyzed to examine how the subjective measures contribute to the understanding of gender differences in revealed pedestrian behaviors, attitudes, and perceptions. Lessons learned from this project, potential contributions to the understanding of the walking environment for both sexes, and future avenues of research are discussed. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Attitudes KW - Behavior KW - Built environment KW - Data collection KW - Future research KW - Gender KW - Lessons learned KW - Maryland KW - Pedestrians KW - Perception KW - Revealed preferences KW - Safety KW - Socioeconomic factors KW - Surveys KW - Walking UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773070 ER - TY - CONF AN - 01016524 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Clifton, Kelly J AU - Dill, Jennifer TI - Women's Travel Behavior and Land Use: Will New Styles of Neighborhoods Lead to More Women Walking? SN - 0309093945 PY - 2005 IS - 35 SP - pp 89-99 AB - Many travel behavior researchers have explored the links between land use characteristics and travel patterns. Several of them have demonstrated that certain patterns, such as density, mixed uses, and street connectivity, are associated with fewer or shorter vehicle trips, or both. There is also a considerable body of literature demonstrating the differences between men's and women's travel patterns. Yet less effort has been devoted to examining how land use may interact with sex to influence travel outcomes. If land use does affect travel, does it affect men's and women's travel differently? In particular, will both women and men take advantage of the walkable features of new urbanist neighborhoods? This study examines these questions in more detail through empirical analysis of land use and travel data. The relationships between walking behaviors, land use, and sex are emphasized. The findings reveal that women in new urbanist neighborhoods may walk more than do women in less walkable environments. However, men appear more likely to respond to these environments and walk more than their female counterparts. Land use and urban design may also remove some of the current barriers to women's walking, particularly safety concerns; however, the results indicate that women's ability or inclination to walk may be rooted in other reasons, such as family responsibilities. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Females KW - Gender KW - Land use KW - Neighborhoods KW - Safety KW - Travel behavior KW - Urban design KW - Walking UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773072 ER - TY - CONF AN - 01016523 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Polk, Merritt TI - Integration of Gender Equality into Transport Policy and Practice in Sweden SN - 0309093945 PY - 2005 IS - 35 SP - pp 180-188 AB - To evaluate how policy makers have applied gender equality in Swedish transport policy and practice, two studies are compiled. The first briefly summarizes how gender equality has been integrated into transport policy in Sweden from 1997 to 2002. The second addresses the practical integration of gender equality into the transportation sector. Results are presented from a study that focuses on differences between women's and men's experiences with road infrastructure; on preferences regarding different parts of the road system; and on the priority rankings of the different goals in the transportation sector such as accessibility, effectiveness, safety, regional development, and a good environment. Interviews were held with 47 experts, users, professional driving instructors, and inspectors. In general, women have a more cooperative approach to road system infrastructure and the problems therein, and men are more individualistic. However, there are also noteworthy differences among age, socioeconomic group, and residential location. This study is a first step toward gathering knowledge that can be used on a practical level to attain a more gender-equal transportation system in Sweden. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Accessibility KW - Age KW - Environment KW - Females KW - Gender KW - Gender equality KW - Highway facilities KW - Highway safety KW - Infrastructure KW - Interviewing KW - Males KW - Persons by socioeconomic levels KW - Regional development KW - Residential location KW - Sweden KW - Transportation policy UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773169 ER - TY - CONF AN - 01016522 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Noble, Barbara TI - Women's Travel: Can the Circle Be Squared? SN - 0309093945 PY - 2005 IS - 35 SP - pp 196-209 AB - During the 1990s, the travel patterns of women in Great Britain exhibited some profound changes. Women of all ages are increasingly likely to hold driver's licenses and have full access to a car as the main driver. Three-fourths of the increase in car traffic since 1990 can be attributed to women. These changes have been influenced by major changes in the employment of women. For many women with children, a car is considered a necessity to help manage home and work responsibilities. Women have been able to expand their travel horizons, but there may be a cost to bear for society as a whole, with increasing congestion in many urban areas and on interurban roads. Bus service may become less viable, and opportunities for the remaining people who do not own a car may be reduced. Some tentative projections of further changes in car ownership and use by women over the next 10 to 15 years and their effect on traffic are provided. Can what seems to be impossible be achieved--can the circle be squared--so that the liberation that the car brings to many women can be enjoyed without the negative effects of increased congestion and environmental damage for society as a whole? U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Automobile ownership KW - Children KW - Driver licenses KW - Employment KW - Females KW - Traffic congestion KW - Travel patterns KW - United Kingdom UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773172 ER - TY - CONF AN - 01016521 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Vagland, Asa TI - Gender Equality as a Subsidiary Objective of Swedish Transport Policy SN - 0309093945 PY - 2005 IS - 35 SP - pp 189-195 AB - A description is given of how the Swedish government decided in 2001 to add a sixth subsidiary transport policy objective on gender equality in the transport system and developments since then. The most important steps toward gender equality in the transport system were taken in 1998, when the government proposed that a new advisory council, the Gender Equality Council for Transport and Information Technology, be appointed; in 2001, when the government decided to add the gender equality objective; and in 2002, when the Swedish Institute for Transport and Communications Analysis (SIKA) was instructed by the government to produce proposals for intermediate objectives within the transport policy objective of gender equality in the transport system. The government's next step will most likely be to give SIKA a new commission to work out intermediate objectives for gender equality to attain a transport system that is designed to meet the needs of both men and women. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Gender KW - Gender equality KW - Sweden KW - Transportation policy UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773171 ER - TY - CONF AN - 01016520 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Duma, Stefan M AU - Moorcroft, Dave AU - Stitzel, Joel AU - Duma, Greg TI - Computational Model of Pregnant Motor Vehicle Occupant SN - 0309093945 PY - 2005 IS - 35 SP - pp 141-147 AB - A validated model of a 30-week-pregnant motor vehicle occupant is presented and the risk of fetal injury in frontal crashes is examined. A model of the pregnant uterus was imported into MADYMO 6.0 and included in the fifth-percentile female human body model by using membrane elements to serve as ligaments and facet surfaces for the overlying skin. A simulation matrix of 15 tests was developed to predict fetal outcome and included frontal crash impulses from minor (<24 km/h) to moderate (24 to 48 km/h) and severe (>48 km/h) crashes for the driver and passenger occupant positions. The test matrix included various restraint combinations: no restraint, lap belt, three-point belt, three-point with airbag, and airbag only. Overall, the risk of adverse fetal outcome was found to increase with increasing crash severity and to be higher for properly restrained drivers than for passengers. The peak uterine strain was reduced by 26% to 54% for the passenger position versus the driver position. This difference was due primarily to driver interaction with the steering wheel. For both occupant positions, the maternal injury indices were greatest for the unrestrained occupant. The current modeling effort has verified previous experimental findings regarding the importance of proper restraint use for the pregnant occupant. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Air bags KW - Crash severity KW - Driver position KW - Fetus KW - Frontal crashes KW - Injuries KW - MADYMO (Computer program) KW - Mathematical models KW - Passenger seat position KW - Pregnant women KW - Risk assessment KW - Seat belts KW - Simulation KW - Steering wheels UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773155 ER - TY - CONF AN - 01016519 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Clifton, Kelly J AU - Burnier, Carolina AU - Fults, Kandice Kreamer TI - Women's Involvement in Pedestrian-Vehicle Crashes: Influence of Personal and Environmental Factors SN - 0309093945 PY - 2005 IS - 35 SP - pp 155-162 AB - Pedestrian-vehicle crashes are examined for patterns by gender. The analysis focuses on how the pedestrian crashes of men and women vary by personal characteristics (age, condition, injury) and physical characteristics of the crash area (location type, density, land use, pedestrian activity). The data for this study are pedestrian-vehicle crashes in Baltimore City, Maryland, from the State of Maryland Motor Vehicle Accident Report. The results from the analysis presented here suggest that, in general, there are few significant gender effects in the majority of pedestrian crashes. Women tend to be involved in fewer pedestrian crashes overall, and when they are involved, they appear to exhibit fewer risk-taking behaviors, such as violating traffic laws and consuming alcohol or drugs. Women were slightly less likely to be injured in a crash and less likely to die as a result. The effects of land use on pedestrian crash rates were not significant by gender. However, a higher percentage of women's crashes occur in areas with high pedestrian activity, which may be reflective of the distribution of areas in which women walk. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Baltimore (Maryland) KW - Crash locations KW - Fatalities KW - Females KW - Gender KW - Injuries KW - Land use KW - Males KW - Pedestrian-vehicle crashes KW - Risk taking UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773158 ER - TY - CONF AN - 01016518 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - McGuckin, Nancy AU - Nakamoto, Yukiko TI - Differences in Trip Chaining by Men and Women SN - 0309093945 PY - 2005 IS - 35 SP - pp 49-56 AB - Men's and women's commuting behavior continues to be distinctly different. The difference may be more apparent in the tendency to tripchain--that is, to link short stops in the trip to or from work. As more women entered the workforce and went from higher education to professional careers, it was widely assumed that aspects of women's and men's travel behavior would converge. However, research has found persistent gender differences in distance to work, mode of travel, and automobile occupancy and in the propensity to trip-chain. This study examines whether trends in trip-chaining behavior show convergence or the continued persistence of gender differences. Trends show that trip chaining during the commute increased from 1995 to 2001, and men's trip chaining increased nearly twice as much as women's. The growth in men's trip chaining is robust, but a large amount of that growth is for stops to get a meal or coffee on the way to work, called the Starbucks effect. Clarifying trends in the incidence of trip chaining and, more important, the details in terms of the direction, time of day, and purpose of the stops during commuting helps in the understanding of the persistence of gender roles in travel behavior. Such an understanding is vital to policy directives that aim to change travel behavior to ease congestion, reduce emissions, and save fuel. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Commuting KW - Females KW - Gender KW - Males KW - Travel behavior KW - Trend (Statistics) KW - Trip chaining UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773064 ER - TY - CONF AN - 01016517 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board TI - Research on Women's Issues in Transportation, Report of a Conference, Volume 2: Technical Papers SN - 0309093945 PY - 2005 IS - 35 SP - 220p AB - This conference had two primary objectives: (a) to identify and explore additional research and data needed to inform transportation policy decisions that address women's mobility, safety, and security needs and (b) to encourage research by young researchers. The conference was organized around four subject areas: Understanding Travel Issues; Transportation, Access, and Community Design; Injury Prevention and Ergonomics; and Policy and Planning. The conference proceedings are presented in two volumes. Volume 1 includes the conference summary, the four peer-reviewed overview papers presented by the topic leaders, the keynote presentation, and a list of conference participants. This volume, Volume 2, contains the peer-reviewed breakout and poster papers and several abstracts of papers on subjects of particular interest to the conference organizing committee. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Access KW - Conferences KW - Decision making KW - Design KW - Ergonomics KW - Females KW - Gender KW - Injury prevention KW - Mobility KW - Research KW - Safety KW - Security KW - Transportation KW - Transportation planning KW - Transportation policy KW - Travel behavior UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773020 ER - TY - CONF AN - 01004374 AU - Transportation Research Board TI - 3rd International Symposium on Highway Geometric Design, June 29-July 1, 2005, Chicago, Illinois: Compendium of Papers CD-ROM PY - 2005 SP - v.p. AB - The purpose of the symposium was to stimulate improvement of worldwide geometric design through presentations, discussions, and exhibits on the latest research, policies, and practices for street and highway geometric design. The compendium contains the 85 country reports and technical papers presented at the symposium. Symposium authors represent 28 countries. The compendium table of contents reflects the plenary, podium, and poster sessions into which the symposium was organized. The country reports and technical papers were selected through a two-stage review process that included peer review. These are the headings that appear in the table of contents: Opening Plenary Session; Podium Session 1--Rural Design for Speed Management; Podium Session 2--Design Visualization; Podium Session 3--Urban Design Issues; Podium Session 4--2+1 Roads; Podium Session 5--Roundabouts; Podium Session 6--Freeway and Interchange Design Issues; Podium Session 7--Rural Design and Safety; Podium Session 8--Intersection Design and Safety; Podium Session 9--Freeway and Interchange Design Policy; Poster Session--Rural Design Issues, Urban Design Issues, Traffic Calming and Context Sensitive Design, Intersection Design Issues, and Horizontal and Vertical Alignment Design; Podium Session 10--Cross Section Design and Safety; Podium Session 11--Safety in Design Policy; Podium Session 12--Horizontal Curve Design; Podium Session 13--Design Consistency; Podium Session 14--Sight Distance; and Podium Session 15--Intersection Design and Operations. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Conferences KW - Context sensitive design KW - Cross sections KW - Design consistency KW - Freeways KW - Geometric design KW - Highway design KW - Highway safety KW - Horizontal alignment KW - Horizontal curvature KW - Interchanges KW - Intersections KW - Policy KW - Research KW - Roundabouts KW - Rural highways KW - Sight distance KW - Speed control KW - State of the practice KW - Traffic calming KW - Traffic safety KW - Urban highways KW - Vertical alignment KW - Visualization UR - https://trid.trb.org/view/760393 ER - TY - CONF AN - 01004459 AU - Koorey, Glen AU - Transportation Research Board TI - The Use of Road Geometry Data for Highway Applications PY - 2005 SP - 15p AB - Since 1992, New Zealand's 10,000 km State Highway network has been regularly surveyed to collect data on horizontal curvature, gradient and cross-fall at 10-m intervals. A number of initiatives have been developed that make use of this valuable data source, particularly for rural highways. For example: general crash risk relationships based on Poisson generalized linear models have been developed that can identify the effect of changes to key geometric variables; speed profiles have been developed for highway strategic studies, enabling curves that are deficient to the surrounding road environment to be highlighted; comparisons of cross-fall and curvature enable sections of highway that fail to meet design standards to be readily identified; sight distances can be generated from the geometry data, to assist with the evaluation of passing lanes and no-overtaking areas; the effects of geometry on long-vehicle paths along routes have been used to estimate the required remedial investment; road geometry data can establish an appropriate curve advisory speed to post on warning signs; and fixed-length geometry data have been used to derive variable-length geometric elements. The applications enable practitioners to be proactive in identifying and treating hazardous or congested sections of highway. They also minimize the additional field survey work required. This paper describes these developments and the benefits derived, through specific practical examples. It also discusses some of the difficulties experienced in using these data and potential future applications. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Advisory speeds KW - Cross slopes (Pavement surfaces) KW - Data collection KW - Geometric design KW - Gradient (Roads) KW - Highway design KW - Horizontal curvature KW - New Zealand KW - Risk analysis KW - Sight distance KW - Speed profiles KW - Traffic crashes UR - https://trid.trb.org/view/760496 ER - TY - CONF AN - 01004458 AU - Crisman, Bruno AU - Marchionna, Aurelio AU - Perco, Paolo AU - Robba, Alberto AU - Roberti, Roberto AU - Transportation Research Board TI - Operating Speed Prediction Model for Two-Lane Rural Roads PY - 2005 SP - 22p AB - One of the most frequent roadway characteristics that affects accidents is the horizontal curve. Accident rate increases in proportion to a decrease in the radii of curves, in particular for sharp radii on two-lane rural roads. Usually, driver behavior along the horizontal curve is represented by the speed because it is an important element in the general design process and can be used to create a speed profile along the alignment to verify design consistency. The consistency check is very effective in identifying sequences of elements that require a considerable speed reduction, such as a sharp isolated curve on a flowing alignment. Such inconsistencies are dangerous because they violate driver expectancy. Moreover, there are important differences in accident rates between similar curves, because the speed chosen by the driver to traverse the curve depends not only on the geometric curve characteristics, but also on other factors of the upstream horizontal alignment and of the overall road environment. To improve the validity of the speed profile previously proposed, environmental speed was introduced and a prediction model to estimate it was elaborated. The introduction of environmental speed into the prediction model of the horizontal curve operating speed improves its reliability. The results show that the model effectively estimates the operating speed along the road alignment, according to its geometric features. Consequently, this simulation model can be used in order to evaluate the consistency of new and existing roads and to promote traffic safety. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Crash rates KW - Design consistency KW - Driver expectancy KW - Environment KW - Environmental speed KW - Estimating KW - Geometric design KW - Highway curves KW - Horizontal alignment KW - Horizontal curvature KW - Mathematical models KW - Operating speed KW - Radius KW - Rural highways KW - Traffic safety KW - Two lane highways UR - https://trid.trb.org/view/760642 ER - TY - CONF AN - 01004457 AU - Donnell, Eric T AU - Mason, John M AU - Hughes, Warren E AU - Transportation Research Board TI - Median Design Considerations Based on Crash and Cost Analyses PY - 2005 SP - 24p AB - Depressed medians on limited access, divided highways separate opposing traffic and provide a recovery area for errant vehicles that run-off-the-road left of the traveled way. Appropriate median widths are determined based on the potential need for median barrier. The American Association of State Highway and Transportation Officials (AASHTO) "Roadside Design Guide" provides median barrier warrant criteria based on median width and average daily traffic volume. These guidelines have remained relatively unchanged since the 1970s. Most state transportation agencies have adopted the AASHTO median design policy as standard practice for all high-speed, limited access, divided Interstates and expressways. Roadway inventory and median-related crash data were collected on limited access, divided highway in several states to evaluate existing median barrier warrant criteria. Analytical results from two separate studies are presented in this paper. Regression models of median-involved crashes were developed and comparative analyses were conducted to assess the adequacy of the existing AASHTO median barrier warrant criteria. Further, cost-effectiveness analyses using Pennsylvania Interstate data are presented. Based on the results of both studies, there is a benefit of installing longitudinal barrier on divided highways with median widths up to 70 ft. These results are based on using the existing design-decision variables of median width and average daily traffic. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Average daily traffic KW - Cost effectiveness KW - Crash data KW - Depressed medians KW - Design standards KW - Divided highways KW - Expressways KW - Interstate highways KW - Median barriers KW - Median width KW - Pennsylvania KW - Regression analysis KW - Warrants (Traffic control devices) UR - https://trid.trb.org/view/760704 ER - TY - CONF AN - 01004456 AU - Ikeda, Takeshi AU - Mori, Nozomu AU - Transportation Research Board TI - Analysis of Correlation Between Roadway Alignment and Traffic Accidents PY - 2005 SP - 20p AB - As roadway alignment has a significant impact on the drivers on roads, careful consideration must be given to road alignment in order to reduce road accidents. Sharp curves and steep grades, for example, are known to increase the potential for accidents, and should be avoided wherever possible. In addition, the frequency of traffic accidents may vary even on roads with the same alignment if their facilities or the configuration of their cross sections, etc., differ. Thus, in designing the road alignment to minimize road accidents, it is necessary to also consider the placement of facilities and the configuration of the roadway cross section. This report seeks to provide valuable information for use in the road alignment design process by analyzing correlation between road alignment, traffic conditions and road accidents. One example of the findings of this study involved a comparison of the lane deviation accident rate on curves on four-lane roads and two-lane roads. The comparison revealed a higher accident rate on two-lane roads, and also found that the smaller the radius of curvature, the higher the accident rate, particularly on two-lane roads. In this way, a great deal of new knowledge has been obtained. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Correlation analysis KW - Crash rates KW - Cross sections KW - Curvature KW - Four lane highways KW - Highway alignment KW - Highway curves KW - Highway facilities KW - Lane deviation KW - Location KW - Traffic conditions KW - Traffic crashes KW - Two lane highways UR - https://trid.trb.org/view/760597 ER - TY - CONF AN - 01004455 AU - Stamatiadis, Nikiforos AU - Agent, Kenneth R AU - Pigman, Jerry G AU - Transportation Research Board TI - Design Exceptions and Safety PY - 2005 SP - 15p AB - Design exceptions are used in roadway projects that require design elements that vary from typical designs. There have been concerns raised regarding the safety implications of the use of lower than typical design values. This study summarized past design exceptions in Kentucky to document their frequency and reason for their use and evaluate possible safety consequences from these exceptions. A site visit was made to a large number of the locations where the project was built with the requested design exception, and available crash data were obtained at these locations. There was an average of 39 design exceptions per year for the 1993 to 1998 period. The majority of the projects involved a bridge replacement with the next most frequent being roadway widening reconstruction projects and construction of turning lanes. The most common design exception was for a design speed lower than the posted speed limit followed by a reduction in sight distance, curve radius, or shoulder width. The crash analysis showed that, with a very few exceptions, use of the design exception process did not have any negative effects on highway safety. The analysis showed that the design exception projects resulted in an improvement over the prior condition although some aspect of the design may not be typical. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Bridge replacement KW - Crash data KW - Curve radius KW - Design exceptions KW - Design speed KW - Field studies KW - Highway design KW - Highway safety KW - Highway widening KW - Kentucky KW - Shoulder width KW - Sight distance KW - Turning lanes UR - https://trid.trb.org/view/760718 ER - TY - CONF AN - 01004454 AU - Cardoso, Joao Lourenco AU - Transportation Research Board TI - Safety Assessment for Design and Redesign of Horizontal Curves PY - 2005 SP - 20p AB - The Portuguese Road Administration adopted recently a new system for the detection of inconsistent horizontal curves in single carriageway rural roads of the National Road Network, and for the improvement of their safety records. This system resulted from research carried out within the research program of the National Laboratory for Civil Engineering (LNEC) and the European Research Program TRANSPORT of the European Union's Fourth Framework Program (SAFESTAR project). These investigations were followed by a specific study at LNEC, aiming at the development of application procedures as regards the Portuguese road network conditions. Models for calculation of unimpeded speed profiles are used to estimate conformance of horizontal curves with driver expectancy and to assess the increase in their accident risk, as compared with the accident risk on tangents. Predictions of accident rates on curves and on tangents are made using log-linear accident frequency models, with speed estimates and selected measured road characteristics as explanatory variables. Energy considerations and the change in the expected injury accident rates are used to classify horizontal curves in four consistency classes. A computer program was developed for practical application of this process. In addition, for each consistency class, a systematic curve treatment was defined and is currently being carried out in several roads. Generally, this treatment involves such low cost engineering measures as marking, signing and shoulder improvement. The safety record of the consistency classes is discussed, based on five years of accident data on the Portuguese main road network. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Computer programs KW - Crash rates KW - Crash risk forecasting KW - Driver expectancy KW - Geometric design KW - Highway design KW - Highway safety KW - Horizontal curvature KW - Mathematical models KW - Portugal KW - Rural highways UR - https://trid.trb.org/view/760722 ER - TY - CONF AN - 01004453 AU - Andrishak, Gary AU - Collings, John C AU - Transportation Research Board TI - Designing Transportation Corridors with Context, Theme and Aesthetics--Some Recent Examples from Western Canada PY - 2005 SP - 27p AB - This paper is a collaboration between a geometric designer and an aesthetics planner on approaches to designing and preparing specifications for major arterial corridor projects in Western Canada. Selected routes are extremely sensitive in terms of context. Most areas have strong senses of community and history. Corridors or new connectors invariably cross environmentally rich flood plains or established residences and farmland. They may also traverse steep and sensitive mountain slopes with salmon-bearing creeks. Vistas are usually varied mountain and river scenery. There is an urgent desire not to repeat some of the mistakes that have been made in providing earlier arterial corridors that are often aesthetically bland and devoid of character. In Canada, new or upgraded non-freeway roads are being conceived as limited speed facilities which incorporate explicit safety and provide opportunity for initiative in the form of contemporary geometric design and construction practices. These include requirements to incorporate human factors and speed management as supported by crash prediction. Opportunity is provided for the provision of state-of-the-art river crossings and supporting structures. Central to arterial planning is the desire by project developers to design facilities within context and to illustrate this graphically be means of visual theme and aesthetics plans. These plans are to be incorporated into every geometric component of the design and have led to the preparation of sets of context sensitive design guidelines to steer the corridor design in order to meet the community and environmental values. Such guidelines incorporate the need for aesthetics and design to meet driver expectations. Current Canadian practice encourages geometric designers to move away from purely functional requirements of vehicles towards providing roads that are seen as community assets with designs that are flexible, safe and still meet demands of mobility. Taking clues from precedents established by the Great Parkways of the past, design aesthetics are divided into three categories: segments, gateways and transitions. Themes include such design features as entry gates and icons, coordinated signage, viewing promontories and development themes aimed at establishing a sense of place for the resultant project. The authors have worked for both owner development teams and design/build contractor teams. As a result, they have been able to both contribute and respond to design guidelines, thereby putting theory into practice. The end result is to use context sensitive approaches to provide road facilities that are attributes to communities and are operationally safe, implementable and affordable. This paper describes the rational for the development of guidelines, the requirements of design/builders and the challenges of successful implementation. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Aesthetics KW - Context sensitive design KW - Design build KW - Driver expectations KW - Entrances KW - Geometric design KW - Guidelines KW - Highway corridors KW - Human factors KW - Parkways KW - River crossings KW - Scenic highways KW - Signs KW - Speed control KW - Western Canada UR - https://trid.trb.org/view/760669 ER - TY - CONF AN - 01004452 AU - Broeren, Patrick AU - Transportation Research Board TI - Optimizing Vertical Alignments: A Quantitative Approach to Cost-Effective Road Design for Tunnels PY - 2005 SP - 18p AB - To limit the costs for the new 2nd Coentunnel, steeper grades are considered than the maximum values mentioned in the guidelines: 6% instead of 4.5%. Steeper grades reduce the length of the tunnel and its entrance road sections, and save construction costs. On the other hand, steeper grades may result in a decrease of traffic safety and traffic flow rate. This contribution focuses on determining the optimum vertical alignment in tunnels, taking into account traffic safety, traffic flow, construction costs and operation costs. The results of traffic flow and traffic safety calculations are used in a custom-developed decision support system (DSS). This system for evaluating vertical alignments, consists of three modules: a quantitative risk module, a cost-benefit module and a sensitivity module. DSS evaluations show that the number of extra accidents and casualties on the alignments with the steeper grade are limited. As a result, extra damage and accident costs are also limited. From the cost-benefit analysis, it can be concluded that extra costs for traffic accidents and congestion, because of the steeper grade, exceed the saving in construction costs by far. The sensitivity analysis shows variations of the input data have relatively little influence on this outcome. The case of the 2nd Coentunnel shows that state-of-the-art tools enable a quantitative approach to cost-sensitive design of vertical alignments. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Benefit cost analysis KW - Construction costs KW - Cost effectiveness KW - Decision support systems KW - Highway design KW - Netherlands KW - Operating costs KW - Optimization KW - Risk analysis KW - Sensitivity analysis KW - Traffic flow rate KW - Traffic safety KW - Vehicular tunnels KW - Vertical alignment UR - https://trid.trb.org/view/760693 ER - TY - CONF AN - 01004451 AU - Johnson, William AU - Flannery, Aimee AU - Transportation Research Board TI - Estimating Speeds at High Speed Rural Roundabouts PY - 2005 SP - 26p AB - This paper investigates the relationship between American roundabout geometric design elements and driver selected speeds. From May to August of 2003, an extensive data collection effort was undertaken as part of the National Cooperative Highway Research Program (NCHRP) Project 3-65 to obtain spot speeds and roundabout geometric design information for 32 roundabouts located in 11 States. This study utilizes a portion of this dataset by testing 11 single-lane roundabouts which include a total of 40 roundabout approaches. These roundabouts were chosen for their placement in potentially high-speed environments. Fourteen simple linear regression equations were developed to estimate the differential in speeds at several key locations including the merge area of entering/circulating vehicles. These models may be used to gain insight into how roundabout design may affect the driver selected speeds which in turn influence safety and operational performance. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - 85th percentile speed KW - Data collection KW - Equations KW - Geometric design KW - Linear regression analysis KW - Mean speed KW - Roundabouts KW - Speed KW - Speed differentials KW - Spot speed KW - Traffic safety KW - United States UR - https://trid.trb.org/view/760486 ER - TY - CONF AN - 01004450 AU - Robinson, John B L AU - Morrall, John AU - Smith, Gerald AU - Biglow, Bruce AU - Transportation Research Board TI - Country Report--Canada: Developments & Emerging Issues in Canadian Design Practices PY - 2005 SP - 11p AB - Geometric design practices in Canada continue to evolve rapidly since the Transportation Association of Canada (TAC) released the major revision of the national Geometric Design Guide for Canadian Roads in late 1999. At that time, the TAC Guide introduced the Design Domain concept that provided additional flexibility for designers and emphasized the need for explicitly evaluating the road safety performance impacts of geometric design decisions whenever possible. This paper examines the continuing evolution of Canada's geometric design practices across the country since 1999 and the emerging issues that appear to be driving the development and adoption of enhanced practices in a number of technical areas. Three issues in particular seem to be emergent and influential: developing community pressures for context sensitive design approaches in both urban and rural areas; the desire to better recognize the needs of vulnerable road users (pedestrians, cyclists, etc.) within the geometric design context; and the ongoing desire to provide more cost and operationally effective designs within the constrained design environments faced in many major rehabilitation and restoration projects. The impacts of these emerging issues, and the practical design responses of various Canadian jurisdictions to them, are reviewed through a series of examples from across the country that both illustrate and underline the importance of these pressures and the needs they generate for new design tools and approaches that respond to them. In the penultimate section of the paper the implications of these new developments on research needs for the geometric design of roads are discussed. The need for tools that help further enhance the linkage between the design process and the explicit evaluation of road safety performance emerges as a continuing challenge, and the potential role of technologies such as the Interactive Highway Safety Design Model (IHSDM) are examined in this light. In addition, the growing importance of developing and incorporating design processes that recognize the need for a better understanding of the influence of human factors on design decisions is stressed. A number of other needs are also identified. The closing section of the paper provides an overview and summary of key national directions and their implications for the practice of geometric design in Canada. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Canada KW - Context sensitive design KW - Cost effectiveness KW - Cyclists KW - Design practices KW - Geometric design KW - Guidelines KW - Highway design KW - Highway safety KW - Human factors KW - Interactive Highway Safety Design Model KW - Pedestrians KW - Research KW - Rural areas KW - Technology KW - Urban areas UR - https://trid.trb.org/view/760713 ER - TY - CONF AN - 01004449 AU - Lord, Dominique AU - Bonneson, James A AU - Transportation Research Board TI - Estimating the Safety of Four Ramp Design Configurations PY - 2005 SP - 23p AB - There is a significant need to explicitly include highway safety in the highway design process, in that safety has so far often been generally limited to qualitative assessments of design alternatives. To receive proper consideration, safety needs to be dealt with quantitatively. Unfortunately, highway safety is seldom, if ever, explicitly considered during the highway design process. This omission can be attributed to various factors, the most important one being the lack of available tools needed for estimating the number of crashes during this process. To help fill this void, the objective of this study is to develop a tool that would allow the estimation of crashes for four types of ramp design configuration. The tool proposed in this work will be useful during the project planning process where it can be implemented to identify cost-effective interchange ramp design configurations. Only ramps in non-frontage-road settings were analyzed for this study. The four basic ramp design configurations analyzed were: 1) diagonal ramp, 2) non-free-flow loop ramp, 3) free-flow loop ramp, and 4) outer connection ramp. Predictive models were proposed for the four ramp design configurations. Predictive models, developed from data collected in Washington for the years 1993-1995 inclusively, were calibrated using data from Texas. Crash data, traffic flows and geometric design characteristics were collected at 31 ramps for the years 1998 to 2000. Calibration factors were estimated using a procedure recently proposed in the Interactive Highway Safety Design Model (IHSDM). An example detailing the application of the tool for the design of ramp configurations is presented in this study. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Calibration KW - Cost effectiveness KW - Crash data KW - Data collection KW - Estimating KW - Geometric configurations and shapes KW - Geometric design KW - Highway design KW - Highway safety KW - Interactive Highway Safety Design Model KW - Mathematical models KW - Programming (Planning) KW - Ramps (Interchanges) KW - Texas KW - Traffic crashes KW - Traffic flow UR - https://trid.trb.org/view/760490 ER - TY - CONF AN - 01004448 AU - Carlson, Paul J AU - Miles, Jeffrey David AU - Johnson, Patricia K AU - Transportation Research Board TI - Findings and Implications from Daytime High-Speed Passing Maneuvers Observed on a Rural Two-Lane, Two-Way Highway PY - 2005 SP - 18p AB - Daytime high-speed passing maneuvers were recorded along a straight and flat 15-mile section of rural two-lane, two-way highway in Texas. The posted speed limit was 70 mph. Passing maneuvers were covertly recorded from the overtaken vehicle, which was driven at three specific study speeds, 55, 60, and 65 mph. A total of 105 single vehicle daytime passes were analyzed. Speed profiles of the passing vehicle's passes were developed for each of the three studied speeds. The results were compared to AASHTO's assumptions and criteria for minimum passing sight distance (PSD) for two-lane, two-way highways. In particular, the analysis was focused on the elements associated with a passing vehicle while it occupies the opposing lane of travel. The specific elements that were studied included: (1) the average passing speed, (2) the speed differential between passing and passed vehicles, (3) the distance traveled while making the pass, and (4) the total elapsed time. The general findings provide support for the AASHTO PSD model. For the assumptions made, the model provides reasonable results. However, the assumptions may need to be updated or more flexibility added. For instance, for a 70 mph design speed, the assumed speed of the overtaken vehicle is 54 mph. The PSD associated with these speeds was verified in this study but what if the overtaken vehicle was traveling at 60 or 65 mph? The results of this study show that the current AASHTO PSD model would provide inadequate PSD values for overtaken speeds greater than those currently assumed. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Average passing speed KW - Daylight KW - Passing KW - Passing distance KW - Passing sight distance KW - Passing time KW - Rural highways KW - Speed KW - Speed differential KW - Texas KW - Two lane highways UR - https://trid.trb.org/view/760605 ER - TY - CONF AN - 01004447 AU - Wolhuter, K M AU - Garner, D AU - Schmid, K G AU - Transportation Research Board TI - The Spacing of Interchanges in Gauteng PY - 2005 SP - 19p AB - From time to time, the Gauteng Department of Public Transport, Roads and Works is requested to permit additional interchanges on its freeway system. Gauteng, one of South Africa's nine provinces, is also the economic powerhouse of the country. As such there are tremendous development pressures and Gautrans felt obliged to re-evaluate its approach to interchange spacing. This re-evaluation comprised a literature survey, limited field observations on existing freeways, a review of signposting requirements, weaving analysis, and other operational considerations, and formed the basis of the paper presented at the 2nd International Symposium on Highway Geometric Design, in Mainz, Germany in 2000. The revised approach is based on the distances necessary to accommodate the sign sequences recommended in the Road Traffic Signs Manual of the Southern African Development Community, but recognizes that the distances derived on this basis may be too short to accommodate the anticipated flows at the proposed interchanges, in which case the distance required for operational efficiency will have to be determined. It may also be necessary for the benefit of the surrounding land use to consider the provision of an interchange at a less than normally desirable spacing, again requiring an investigation of operational efficiency. The approach to operational analysis followed in the 2000 paper was based in part on the then current Highway Capacity Manual (HCM 1994), but also included reference to research work being undertaken at the time for inclusion in the HCM 2000. However, when released, HCM 2000 did not include this research work. HCM 2000 is also significantly different from its predecessor and it was accordingly deemed advisable to re-evaluate this aspect of the original proposals. Exhaustive analysis utilizing the methodologies expounded in HCM 2000 for operational analysis, led to the development of a series of graphs for the merge-diverge case, from which the distance (spacing) required to maintain acceptable operational conditions can be determined for a large range of operational circumstances. A density of 22 veh/km/ln or, with a relaxation, 25 veh/km/ln, is proposed as lower limit. If a merge-diverge is inappropriate, a weaving section will have to be evaluated. A "warrant" approach using a Type A or a Type B configuration is proposed as the basis of evaluation, and graphs have been developed from which the densities for given flows can be read. These graphs are based on the assumption of volume ratios (VR) of 0.27 and 0.60 for Type A and Type B weaving, respectively. These values of VR are three-quarters of those at which, according to HCM 2000, instability of the weaving section is likely to develop. It has also been found that for both Type A and Type B weaving, the presence of the auxiliary lane renders the question of a minimum distance between interchanges largely irrelevant. The point at issue is whether the anticipated density in the proposed weaving sections will be less than the recommended levels. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Diverging traffic KW - Field studies KW - Gauteng (South Africa) KW - Highway Capacity Manual KW - Interchanges KW - Literature reviews KW - Merging traffic KW - Operational analysis KW - Spacing KW - Traffic density KW - Traffic signs KW - Weaving sections UR - https://trid.trb.org/view/760587 ER - TY - CONF AN - 01004446 AU - Aronsson, K F M AU - Bang, K L AU - Transportation Research Board TI - Factors Influencing Speed Profiles on Urban Streets PY - 2005 SP - 18p AB - Motor vehicle speed profiles on urban streets are influenced by many factors including street type, environment, traffic flow, ratio of through traffic and geometric design. Special focus was given to a study of "side friction events" in the form of conflicts with pedestrians, buses, on-street parking, exits from roadside premises, etc. A bottom-up research methodology was developed and applied, which included a wide range of stationary and mobile field surveys. Controlled experiments in a driver simulator programmed to represent the studied field sites were also carried out. The results showed that crossing pedestrians, occupied roadside bus stops and encounters with vehicles in the opposing direction of travel have a significant impact on driver speed choices. In a second stage of the project a microscopic simulation model will be calibrated to represent the observed driver behavior on different types of arterials and streets. The model will then be used to produce speed patterns and speed flow relationships for the studied range of street types and conditions, which will assist traffic planners and engineers in the design and traffic management of urban streets that will be more functional for their purpose as well as safer for their respective users. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Behavior KW - Bus traffic KW - Driveways KW - Driving simulators KW - Experiments KW - Highway design KW - Microsimulation KW - On street parking KW - Pedestrians KW - Speed flow relationships KW - Speed profiles KW - Surveys KW - Types of roads KW - Urban highways UR - https://trid.trb.org/view/760453 ER - TY - CONF AN - 01004445 AU - Garcia, Alfredo AU - Romero, Mario A AU - Transportation Research Board TI - Tracking Vehicle Behavior in a Deceleration Lane with Different Lengths PY - 2005 SP - 17p AB - Kinematic models of uniform deceleration, which are usually adopted for designing deceleration lanes, do not correspond with experimental observations carried out by various researchers. In excessively long deceleration lanes, many vehicles initially do not decelerate and, in some cases, a vehicle overtakes the vehicle that preceded it on the main road. In the construction to improve a section of a freeway near the city of Valencia, a weaving lane was changed to an exit lane. This allowed an analysis of the design and operation of a deceleration lane based on its length. Up to now, all research was carried out through field study of the phenomenon in various deceleration lanes, with different road and traffic characteristics according to their locations. In this research, for the first time experiments were carried out in the same scenario. Different configurations for the diverging lane were established, varying their length with road marking tapes. In each configuration of the deceleration lane video recordings with four cameras were taken for tracking the vehicle evolution on leaving the main road. Later, the videos were digitized and specific software was developed to convert the information from 2D to 3D. The successive positions of the vehicles on the roadway associated to times, give the trajectories, speeds, decelerations and accelerations. Then, the exit phenomenon was analyzed as a function of the lane length: exit trajectory types; speeds; decelerations and their localization. A detailed study of the potentially dangerous maneuvers was also carried out. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Behavior KW - Deceleration lanes KW - Field studies KW - Freeways KW - Highway design KW - Length KW - Speed KW - Valencia (Spain) KW - Video cameras UR - https://trid.trb.org/view/760493 ER - TY - CONF AN - 01004444 AU - Patte, Lionel AU - Transportation Research Board TI - Country Report--France: Recent French Publications PY - 2005 SP - 18p AB - Evolution in the context surrounding French highway projects was significant at the end of the 20th Century. This evolution involved increasing constraints, primarily environmental (reflected by legislation such as the law on water, etc.) and economic, as well as concerns for the safety of both users and operators. These developments influenced strongly the body of engineering literature (guides, codes, etc.), which was fundamentally renewed and complemented during the final decade. Moreover, "standards" are today increasingly questioned. This may be explained by changes in the contexts--institutional, socioeconomic, and legal--surrounding their utilization. Positions require explanation if they are to be accessible, understood and ultimately accepted by all players. Formal presentation of justifications satisfies a number of aims: reinforcing the credibility of recommendations, enhancing their appropriation, favoring their enlightened application, facilitating their maintenance and subsequent development. In concrete terms, this is reflected in a number of ways: direct inclusion of justification in guides, drafting of specific explanatory documentation or, again, compilation of answers to all the (very numerous!) questions raised during consultation phases involving the whole engineering community. A number of recent French publications bear witness to these developments. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - France KW - Highway design KW - Institutional issues KW - Justification KW - Legal factors KW - Publications KW - Socioeconomic factors KW - Standards UR - https://trid.trb.org/view/760489 ER - TY - CONF AN - 01004443 AU - Weber, Roland AU - Hartkopf, Gert AU - Transportation Research Board TI - New Design Guidelines--A Step Towards Self-Explaining Roads? PY - 2005 SP - 28p AB - In order to increase the traffic safety on German roads by means of road infrastructure measures the establishment of new design guidelines for rural roads is of great importance. The new design guidelines should be based on a new design principle: roads ought to be standardized and self-explaining. Standardization of roads means that there will be types of uniform road layouts, which can easily be distinguished. The meaning of self-explaining in this context is that roads are designed in such a way that road users can recognize subconsciously how they are expected to behave. Both targets can be reached by defining a limited number of sets of design options, taking operational aspects into account, and by defining a close relationship between these sets and the function of the road. The main point is to establish a new guidance figure in order to define the right combinations of different types and sizes of design elements. Up to now, the guidance figure for road design has been the design speed. But the design speed only defines the minimum radius of a curve with a maximum cross slope under defined circumstances. The design speed does not determine the type and width of cross sections, the type of intersection or the operation mode. Neither is there a strong relationship between the design speed and the required sight distance, the length of a straight section, the inclination or the cross slope. This is the reason why a design class, as it is called, has been defined as a new guidance figure. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Cross sections KW - Cross slope KW - Geometric design KW - Germany KW - Guidelines KW - Highway design KW - Intersections KW - Positive guidance KW - Rural highways KW - Sight distance KW - Standardization KW - Straight sections KW - Traffic safety UR - https://trid.trb.org/view/760409 ER - TY - CONF AN - 01004442 AU - Tracz, Marian AU - Transportation Research Board TI - Country Report--Poland: Roundabouts Use in Poland and Developments in Their Design PY - 2005 SP - 22p AB - The introduction presents the historical background of roundabout use in Poland. Next guidelines for roundabout design are described together with the edition of the guidelines for all at-grade intersections design and recent manuals for capacity analyses of at-grade intersections. The paper presents contents of the guidelines for designing of mini, small and medium roundabouts. Then some typical errors in roundabout design are discussed. The last part of the paper presents some new developments in roundabout design including the double, the spiral, "infinity" shaped and cigar shaped roundabouts. Finally, needs for further research in the area of roundabout safety and operation are suggested. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - At grade intersections KW - Design KW - Guidelines KW - Highway capacity KW - Highway operations KW - Innovation KW - Manuals KW - Poland KW - Roundabouts KW - Traffic safety UR - https://trid.trb.org/view/760474 ER - TY - CONF AN - 01004441 AU - Figueroa, Alberto M AU - Tarko, Andrew P AU - Transportation Research Board TI - Free-flow Speed Changes in the Vicinity of Horizontal Curves PY - 2005 SP - 19p AB - Context-sensitive design principles have been highly promoted in recent years. The application of these principles might lead to situations where design standards cannot be met because of restricting local conditions. In such cases, horizontal curves have reduced design speeds compared to the adjacent tangents, requiring drivers to reduce speeds to negotiate the curvature change. The design of transition sections takes into account safety, comfort, and road appearance. Spiral curves are often used to provide a gradual change in the alignment curvature and to preclude speed changes while negotiating the curvature change. Thus far, there is no empirical basis or research that supports the design of spirals or tangent-to-curve transition sections when the horizontal curve and the adjacent tangents have different design speeds. Driver behavior before and after horizontal curves was evaluated. The results establish that 65.5% of the deceleration transition and 71.6% of the acceleration transition occur on the preceding and the following tangent segments to a curve, respectively. The results also establish that the mean deceleration rate and the mean acceleration rate are 0.033 (ft/s)/ft and 0.022 (ft/s)/ft, respectively. These rates are approximately 2.4 ft/sq s and 1.6 ft/sq s, respectively, for a 10-mph reduction. Speed-predicting models for transition sections are also provided. These models can be used to design the length of spirals or the transition sections when there is a difference in the design speed between the curve and the adjacent tangents. The models can also be used to assess the design consistency of two-lane rural highways. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Acceleration (Mechanics) KW - Behavior KW - Deceleration KW - Design speed KW - Free flow speeds KW - Horizontal curvature KW - Rural highways KW - Tangent sections KW - Two lane highways UR - https://trid.trb.org/view/760598 ER - TY - CONF AN - 01004440 AU - Cox, Ricky L AU - Arndt, Owen AU - Transportation Research Board TI - Using an Extended Design Domain Concept for Road Restoration Projects PY - 2005 SP - 20p AB - This paper describes the development and use of an Extended Design Domain (EDD) for road restoration projects. It builds upon material in four of the papers presented at the Second International Symposium on Highway Geometric Design plus other recent research. Over the last 25 years, most Australian road authorities have found that restoration projects form a significant amount of their project work. Restoration projects are ones that primarily keep the existing road alignment and just improve the cross section. Commonly, the vertical alignment retains crest vertical curves that are deficient in terms of current design requirements for the operating speeds. Similarly, some intersections have less sight distance than what would be provided for new roads. At the same time, there is usually no accident history at these places. As a result, restoration projects have posed difficulties for designers that have bordered on the ethical. Designers have been forced to accept the situation without any plausible guidelines on what sight distance was acceptable and why. The EDD is a range of design values below the minimums currently used in Australian road design guidelines. The EDD is applicable for assessing the geometry of existing roads and upgrading the geometry of small sections of existing road. The new values are based on sound engineering grounds and use data from modern and comprehensive international and Australian research. This gives justification to the use of these values, which is important in the event of litigation. The geometry of significant lengths of existing road can often be retained because EDD shows that these roads have reasonable sight distance and cross section capability for the future traffic operation. This is turn shows that restoration projects are fit for purpose or context sensitive solutions because engineering benefits can be identified along with the economic benefits. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Australia KW - Benefits KW - Context sensitive design KW - Cross sections KW - Design practices KW - Economic benefits KW - Extended design domain KW - Geometric design KW - Guidelines KW - Highway design KW - Highways KW - Improvements KW - Intersections KW - Restoration KW - Sight distance KW - Vertical alignment KW - Vertical curvature UR - https://trid.trb.org/view/760716 ER - TY - CONF AN - 01004439 AU - Lipar, Peter AU - Transportation Research Board TI - Optical Leading of the Road Axis and Geometrical Design PY - 2005 SP - 14p AB - The perspective image of a road can differ from the three-dimensional one that the designer had in mind. For the fusion of the road and landscape, simultaneous horizontal and vertical alignment is important. One has to be aware that the driver sees only the perspective image of the road, which can differ from the one that the design engineer had in mind. For this reason the three-dimensional alignment has to be checked already in the first stages of the project. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Design engineering KW - Geometric design KW - Highway design KW - Horizontal alignment KW - Perspective views KW - Three dimensional analysis KW - Vertical alignment UR - https://trid.trb.org/view/760700 ER - TY - CONF AN - 01004438 AU - Sando, Thobias AU - Mussa, Renatus N AU - Transportation Research Board TI - Quantification of the Effects of Geometric Features on Operational Performance of Triple Left-Turn Intersections PY - 2005 SP - 14p AB - Intersection operational performance is highly influenced by the intersection geometric features. This fact can be demonstrated in the operations of non-traditional intersections such as triple left-turn lanes intersections. Triple left-turn lanes intersections are designed to combat high left-turn demand in a signalized area, predominantly in urban intersections. The existence of different geometric features at different triple left-turn intersections causes different magnitudes of saturation flows among the intersections. This paper discusses the study that was conducted to determine the influence of different geometric features on the operations of triple left-turn lanes. The geometric features studied include the skewness of the left-turn angle, the approach slope, the type of street--one way versus two ways, and lane type--innermost, middle and outermost lanes. Other features studied were curvature of the approach lanes, shadowing effect and intersection type--four legs versus T-intersection. Field data were collected at 15 triple left-turn intersections in Florida. Four traffic measures were used to quantify the effects of the mentioned geometric features--saturation flows, lane utilization factors, lane usage factors and left-turn factors. The results indicate that the approach grade, intersection skewness and the type of street highly influence the operational performance of triple left-turn lanes. Intersection type and lane type did not significantly influence the operation of triple left-turn lanes. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Approach grade KW - Field data KW - Florida KW - Geometric design KW - Highway operations KW - Intersections KW - Lane distribution KW - Lane utilization factors KW - Left turns KW - Performance KW - Saturation flow KW - Signalized intersections KW - Skewness KW - Traffic lanes KW - Triple left turn lanes KW - Types of roads KW - Urban areas UR - https://trid.trb.org/view/760779 ER - TY - CONF AN - 01004437 AU - Smart, John AU - Transportation Research Board TI - Country Report--United Kingdom PY - 2005 SP - 18p AB - The purpose of this paper is to outline the latest developments in highway geometrics in the United Kingdom. In 2000, following a review by UK Government into transport policy in the UK, the Highways Agency (an Agency organization of the Department for Transport) was asked to develop a roads improvement strategy that would speed up delivery of large scale road construction schemes over a ten year period. The strategy became known as the Ten Year Plan. One of the elements of the final strategy became known as the "Making Better Use" program. The philosophy behind the title is to create additional and/or ease congestion capacity without moving outside the existing footprint of a highway, but achieving this with minimal environmental impact or compromising the safety of the road. In geometric terms this means looking at the existing standard highway cross section, spacing and layout of junctions to establish where additional lane widths could be developed. Or where by utilizing technology, it could assist in increasing capacity of existing lane configurations and enable lane control, lane entry and lane designation changes to be made. This approach can be considered for all levels of road hierarchy whether the route is a single carriageway, dual carriageway or motorway (freeway). Some of the specific solutions under development within the generic work area "Making Better Use" are as follows: (1) Wide Single 2+1; (2) Displaced Right Turn Junctions; (3) Rapid Widening to Dual Four Lane Motorway; (4) Active Traffic Management; and (5) Permanent Four Lanes. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Cross sections KW - Displaced right turn intersections KW - Four lane highways KW - Geometric design KW - Highway capacity KW - Highway design KW - Highway planning KW - Intelligent control systems KW - Intersections KW - Lane width KW - Road widening KW - Spacing KW - Strategic planning KW - Three lane highways KW - Traffic control KW - United Kingdom UR - https://trid.trb.org/view/760701 ER - TY - CONF AN - 01004436 AU - Antonelli, Sergio F AU - Cotella, Nelson G AU - Manelli, Ariel H AU - Transportation Research Board TI - Humps and Bumps: Correlation Among Their Geometric Profile, Surpass Speed and Dynamic Effects on the Vehicle and Their Occupants PY - 2005 SP - 9p AB - In Argentina many roads cross a great number of cities built by the roadside. These days local authorities are building humps and bumps to regulate speed. Humps and bumps can turn into a serious danger for drivers who travel on roads run across by them. This research aims at studying the dynamic action of four typical hump profiles from the Rio Cuarto surrounding area on vehicles and their occupants. Results reveal that profiles should keep an adequate relation between their height and length so as to not be dangerous for cars and their occupants and to carry on the function of speed reduction. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Dynamics KW - Geometric design KW - Hazards KW - Height KW - Length KW - Rio Cuarto (Argentina) KW - Speed control humps KW - Vehicle/road interaction UR - https://trid.trb.org/view/760668 ER - TY - CONF AN - 01004435 AU - Irzik, Marco AU - Hoffmann, Stephan AU - Transportation Research Board TI - New Measures to Improve Traffic Flow and Traffic Safety in Two-Lane Off-Ramps in Germany (Type A 2 RAL-K-2) PY - 2005 SP - 21p AB - The paper presents selected results of the research project FE 02.241/2003/GRB "Traffic flow in two-lane off-ramps type A 2 of RAL-K-2". The research project is sponsored by the Federal Ministry of Transport, Building and Housing and will be finished in October 2005. The interest of the research project is to analyze traffic flow and traffic safety of two-lane off-ramps type A 2 according to the German guidelines RAL-K-2. The studies about traffic safety aren't part of this paper, but until now no conspicuousnesses were observed. With regard to the traffic flow and especially the capacity of off-ramps type A 2 there are some problems recognized. It was observed that the capacity of the two-lane off-ramps type A 2 that is described in the German highway capacity manual (HBS) often cannot be reached. According to actual studies, this problem is based on the different and uneven use of both off-ramp lanes. Even if there is high traffic, the usage rate of the left lane on the off-ramp will obviously be less than the usage rate of the right lane. To reach the capacity of the off-ramp type A 2, the usage rates of both lanes on the off-ramp must be balanced. Therefore, new measures and combination measures, which are focused on the balance of the different usage rates of the right and the left lane, will be analyzed. It this succeeds, the capacity and the traffic flow will be influenced in a positive way. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Germany KW - Highway capacity KW - Lane distribution KW - Off ramps KW - Traffic flow KW - Traffic safety KW - Two lane freeway exits UR - https://trid.trb.org/view/760495 ER - TY - CONF AN - 01004434 AU - Baier, Reinhold AU - Transportation Research Board TI - New German Guidelines for Urban Streets--Two Ways to Context Sensitive Design PY - 2005 SP - 26p AB - The most distinctive character of the new German guidelines for urban streets is the offer of two ways of designing: one with a quite strictly guided design process, the other with a quite free and individual way of designing. The new German guidelines provide "recommended solutions" for 12 types of urban context, which may be regarded as typical of about 70-80% of design projects. For each type there is an illustrated description to compare the design situation with the typical situations and to choose one of them. The user is then guided step by step and, by following the given specifications, will find a recommended street cross section which fits the project in a functional way and guarantees a safe and context sensitive design. For some cases, how to modify the cross section approximating an intersection is also demonstrated. Whenever the designer wants to create another cross section he or she may use the information about the characteristic requirements of all kinds of street users. The instructions for more than 70 design elements and their combinations are given in the guidelines. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Context sensitive design KW - Cross sections KW - Geometric design KW - Germany KW - Guidelines KW - Highway design KW - Intersections KW - Urban highways UR - https://trid.trb.org/view/760431 ER - TY - CONF AN - 01004433 AU - Rolland, Franck AU - Spacek, Peter AU - Transportation Research Board TI - Country Report--Switzerland: The Effects of Legal Changes on Highway Geometric Design PY - 2005 SP - 25p AB - The latest research, policies and practices related to street and highway geometric design have reflected several changes to the law. The most significant adjustments involve reduction of the minimum power-to-weight ratio for trucks, gradual increase of the weight limit for trucks, increase of the permissible vehicle width and increase of the speed limit for trailer trucks. These changes were preceded by the reduction of the general speed limit on freeways (from 130 to 120 km/h) and on rural highways (from 100 to 80 km/h). In urban areas too, significant changes affecting street geometric design needed to be taken into consideration. This was the background against which various design standards had to be revised or newly drawn up. The research and the policies had to take account of the effects of the changes mentioned above on geometric design practice. Findings from the research and the resulting conclusions for policies, standards and geometric design practice are presented and discussed in the country report. It contains contributions on the driving behavior on rural highways, stopping sight distances on freeways, design recommendations for compact roundabouts, special forms of road marking in traffic-calming zones, and the viability (or rideability) of traffic infrastructures. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Behavior KW - Design standards KW - Freeways KW - Geometric design KW - Highway design KW - Laws KW - Policy KW - Road markings KW - Roundabouts KW - Rural highways KW - Speed limits KW - Stopping sight distance KW - Streets KW - Switzerland KW - Traffic calming KW - Trucks KW - Urban highways UR - https://trid.trb.org/view/760743 ER - TY - CONF AN - 01004432 AU - Cafiso, Salvatore AU - Capuani, Andrea AU - Lo Schiavo, Corrado AU - Marchionna, Aurelio AU - Mauro, Raffaele AU - Ranzo, Alessandro AU - Transportation Research Board TI - Country Report--Italy: An Overview of National Guidelines and Policies on Highway Geometric Design PY - 2005 SP - 19p AB - One of the strongest social costs that Italy pays in terms of mobility arises from the road accidents. In Italy, it has been estimated that road accident costs are about 2% of the GNP, that is an annual cost of about 30,000 millions of EURO. Italy with other countries of the European Union agrees to the target of European Community program "European Transport Policy for 2010: time to decide" for the reduction within 2010 of 50% of road fatalities. One important step to gain this goal is the revision of the national guidelines for highway design and management. The paper, after a general description of the existing Italian road network and of the most important new projects, presents an overview of the National Road Safety Plan and the main concept of the new highway and streets geometric standards. At the end of 2001 the new highway geometric design policy was adopted. The new policy reviews the previous guidelines that date back to 1980 for rural roads and to 1978 for urban roads. The new guidelines are based on a road network classification in road functional classes for both rural and urban areas. For each road class, different cross section schemes and horizontal and vertical alignment constraints are associated. Large flexibility is permitted to the design professional with a wide range of minimum and maximum design speed values. Special emphasis to the alignment and speed consistency is given for a sound adaptation of the road geometry with the driver behavior. Also a new guideline for the design of intersections is ready and it will be published in a short time. Different typologies of at grade intersection and of intersection with grade separation are referred to the functional classification of the different highways that join or cross at the intersection. With respect to the management of existing roads an important role is played by the new guideline for Road Cadastre that defines standards for acquisition and recording of all the infrastructural data. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Alignment KW - At grade intersections KW - Behavior KW - Cross sections KW - Data collection KW - Design speed KW - Fatalities KW - Functional classification KW - Geometric design KW - Grade separations KW - Guidelines KW - Highway design KW - Highway safety KW - Horizontal alignment KW - Intersections KW - Italy KW - Policy KW - Rural highways KW - Types of roads KW - Urban highways KW - Vertical alignment UR - https://trid.trb.org/view/760403 ER - TY - CONF AN - 01004431 AU - Lippold, Christian AU - Schulz, Ralph AU - Transportation Research Board TI - Orientation Sight Distance--Definition and Evaluation PY - 2005 SP - 15p AB - In the current German design guidelines (RAS-L) geometrical models of sight distance are considered excludingly. The factor determining the safety of a road is the stopping sight distance. It marks the minimum of sight quality which is to be available to the driver at any time. This demand constitutes the basis for the calculation of design elements such as curve radii and vertical curvatures. Technical improvements in the last years and especially the widely-used antilock brake system (ABS) have led to better driving dynamic characteristics, which seems to support a distinctly smaller stopping distance. Contrary to that, stands the demand for early recognizability and comprehensibility of the roadside environment by the driver. As they do not always expect emerging obstacles, drivers will not adjust their speed to the existing stopping distance. In reality, the entirety of information offered by the roadside environment exerts vital influence on driving behavior. Therefore, the goal of this research project was to determine the influence of sight conditions on driving behavior. The emphasis therefore is on investigation of perception behavior as well as the psychological demand on the driver at different sight distances. As a result, the existing geometrical models of sight distance dimensioning are to be supplemented by basic psychophysiological approaches or rather a behavior-based model of orientation sight distance. Investigations include the analysis of gaze behavior of drivers in a real car and in a driving simulator. The real test tracks are reproduced in a sophisticated model for the simulator, which provides the possibility to vary particular parameters, especially available sight distances, and to quantify exactly the effects on driver workload, perception and driving behavior. As a result of this project a model of orientation sight distance combining both psychological and design relevant findings will be developed. In the course of the revision of the German design guidelines the new model is to supplement currently valid geometrical models. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Antilock brake systems KW - Behavior KW - Curve radius KW - Driver workload KW - Driving simulators KW - Gaze duration KW - Geometric design KW - Germany KW - Guidelines KW - Highway design KW - Psychological aspects KW - Psychophysiological aspects KW - Sight distance KW - Stopping sight distance KW - Vertical curvature KW - Visual perception UR - https://trid.trb.org/view/760767 ER - TY - CONF AN - 01004430 AU - Cox, Ricky L AU - Transportation Research Board TI - Visualization--Why It Should Now Be a Basic Tool for Geometric Road Design PY - 2005 SP - 20p AB - This paper describes how a range of visualization tools or techniques may be used in the planning and design of roads. It documents the author's experience over a period of nearly forty years with visualization and geometric design in the Queensland Department of Main Roads (an Australian state road authority). It focuses on using simpler forms of visualization for addressing road geometry issues, rather than the more elaborate forms that are used for public consultation. The paper shows how visualization enables both appearance and safety issues to be detected and addressed. It presents examples of how visualization has shown that a satisfactory result would still be achieved in cases where some of the normal design "values or practices" had to be compromised as a result of design tradeoffs. The various visualization tools are presented in chronological order of their use within the Queensland Department of Main Roads and examples of their application are given. Issues relating to the amount of use or lack of use of some of the tools are also presented. Limitations of some of the tools are discussed. Lastly, the paper looks at how future developments in visualization are likely to allow potential operational issues to be detected and addressed by refining the road geometry. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Geometric design KW - Highway design KW - Highway operations KW - Highway safety KW - Queensland KW - Visualization UR - https://trid.trb.org/view/760411 ER - TY - CONF AN - 01004429 AU - Polus, Abishai AU - Mattar-Habib, Caroline AU - Pollatschek, Moshe A AU - Jarroush, Jad AU - Transportation Research Board TI - Comprehensive Consistency Model and Its Impact on Safety PY - 2005 SP - 16p AB - The paper has two objectives: 1) Presentation of a new enhanced consistency model which considers the geometric features of highways including both horizontal and vertical alignment characteristics; 2) Analysis of the relationship between the consistency result and expected safety level of a planned highway. The proposed consistency model is based on the speed profile characteristics of both cars and trucks. The speed profiles are derived from models developed in Texas for predicting speeds on curves and tangents and on the AASHTO 2001 speed curves for trucks. The speed at any given point along a highway is determined as the minimum speed governed by either the horizontal or vertical alignment features. The consistency is based on the amount of variability of the speed profile. This variability is measured by the deviation of the profile from the average speed and by the standard deviation of all individual speeds. The exponential consistency prediction model that was developed is dependent on these measures of the speed variability and also on the amount of separation between the speed profile of cars and trucks. It is assumed that as this amount of separation increases, the design consistency decreases. The calibrated model provides thresholds to distinguish between good, acceptable and poor consistency. A software package, HSPC, for calculating the consistency of any highway based on its horizontal and vertical alignment has been developed. An analysis of accident rates and design consistency showed that higher consistency values were associated with lower accident rates on rural two-lane highways. This is a significant finding that may be applicable in planning stages, when highways could be evaluated and sorted according to their consistency scores which, as shown, is significantly related to their safety levels. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Automobiles KW - Crash rates KW - Design consistency KW - Geometric design KW - Highway design KW - Highway safety KW - Horizontal alignment KW - Mathematical models KW - Rural highways KW - Software packages KW - Speed profiles KW - Speed variability KW - Trucks KW - Two lane highways KW - Vertical alignment UR - https://trid.trb.org/view/760748 ER - TY - CONF AN - 01004428 AU - Herrstedt, Lene AU - Transportation Research Board TI - Development of Speed Management Methods for Use in Rural Areas PY - 2005 SP - 15p AB - Denmark and other European countries have a growing road safety problem on rural roads. About 70% of road casualties in Denmark are on rural roads and high speed is a fundamental factor. Speed limits are exceeded more and more. Speed control outside built-up areas is very problematic. This is the background for the project concerning development of speed management methods for use in rural areas initiated by the Danish Road Directorate. A Catalogue of ideas for potential speed management measures for use in rural areas has been worked out. Ideas have been collected from national and European traffic experts and practitioners. In parallel a dialogue between traffic psychologists and traffic engineers has been mobilized with the purpose to discuss and describe the general principles for speed behavior. Some of the ideas from the Catalogue have been selected for implementation. Special marking along the center lines on regional rural roads has been established. A narrow rural road, including three road sections with signed speed limits of 40 km/h, 50 km/h and 60 km/h, has been re-designed by introduction of the "2-1" (two minus one) cross section profile supplemented by speed reducers - designed as narrowing - and road surface treatments. Another rural road has been provided with different electronic devices combined with rumble strips and colored road surfaces. Variable message signs have been installed at intersections and speed detection has been connected to illumination of signs in horizontal curves. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Behavior KW - Center lines KW - Colored road surfaces KW - Denmark KW - Fatalities KW - Illuminated traffic signs KW - Road markings KW - Road narrowing KW - Rumble strips KW - Rural areas KW - Rural highways KW - Speed control KW - Speed detectors KW - Speeding KW - Surface treatment (Pavements) KW - Traffic engineering KW - Traffic psychology KW - Variable message signs UR - https://trid.trb.org/view/760407 ER - TY - CONF AN - 01004427 AU - Topp, Andrew AU - Hummer, Joseph E AU - Transportation Research Board TI - Comparison of Two Median U-Turn Design Alternatives Using Microscopic Simulation PY - 2005 SP - 27p AB - Several research papers and studies have detailed the operational benefits of Median U-Turn intersections relative to conventional intersections with direct left turns, particularly along arterials that have high through volumes with moderate or low left-turning volumes onto the cross streets. These studies have typically analyzed configurations with the median crossover located on the major arterial. There has not, however, been substantial research on configurations with the crossover located on the minor cross street. This type of design may be less expensive and easier to build, as the right-of-way required for the wide median may be more costly or restricted along the arterial rather than the cross street. Also, there may be certain operational advantages of this other option due to the u-turning movements occurring on the lower volume cross street. The purpose of this paper is to compare operations between traditional Median U-Turn configurations that have the median crossover located along the arterial with designs that have the crossover located on the cross street. Microscopic simulation runs were conducted for a variety of different left-turning and through volume combinations on both the minor and major approaches. The results show that the design with the u-turn movement located along the cross street rather than the arterial reduces percent stops, total time, and delay for most of the volume combinations analyzed. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Arterial highways KW - Intersections KW - Location KW - Medians KW - Microsimulation KW - Minor road KW - Stopped time delays KW - Traffic delays KW - U turns UR - https://trid.trb.org/view/760775 ER - TY - CONF AN - 01004426 AU - Senica, Goran AU - Transportation Research Board TI - Analysis of Possible Traffic Calming Measures on Roads That Change Their Role Due to the Construction of New Section PY - 2005 SP - 15p AB - Construction of new road sections frequently changes the previous role of the road in the pertaining road network. This is particularly distinct in construction of urban bypass roads where the traffic structure on the existing road changes and once dominant transit traffic yields its function to local traffic. Accessibility of such roads must be improved, in order for them to meet their new demands. This paper analyzes the consequences of such change in the road accessibility level under unchanged geometry-related conditions, along with the traffic calming measures introduced to minimize the pertaining negative effects. The discussed traffic calming measures include changes in cross section, selection of type and frequency of intersections designed to improve the road accessibility and traffic management actions. Effects of potentially applied measures were assessed through design speed profile analysis, paying the utmost attention to the impact of roundabouts on the expected speeds. The specific study case in this analysis is an arterial road section built as a two-lane road with controlled access and grade-separated intersections. After construction of a new motorway bypass, the given section will, instead of being a transit facility, assume a role of an urban peripheral road. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Access control (Transportation) KW - Accessibility KW - Arterial highways KW - Bypasses KW - Cross sections KW - Design speed KW - Geometric design KW - Grade separations KW - Intersections KW - Roundabouts KW - Traffic calming KW - Two lane highways UR - https://trid.trb.org/view/760667 ER - TY - CONF AN - 01004425 AU - Bella, Francesco AU - Transportation Research Board TI - The Evaluation of Design Consistency: Predicting Models of Operating Speed on Three-Dimensional Alignment from Tests on Driving Simulator PY - 2005 SP - 18p AB - The evaluation of geometric design consistency implies the preliminary estimation of operating speeds (V85s), for which a number of predicting models can be found in literature, based on characteristics of the horizontal alignment and neglecting potential effects of the vertical alignment characteristics. In this respect, the author carried out an experimental survey using the interactive static base driving simulator of the Interuniversity Research Center on Road Safety in order to evaluate how horizontal alignment and profile affect speed. Two two-lane rural roads were designed and implemented in the driving simulator. They are characterized by the same horizontal alignment but different vertical alignments: one is completely flat while the other has a profile with longitudinal grades ranging between +/- 6%. Collected data analysis during the simulation tests highlighted that: on the elements of the road with grades different than zero the V85s are different from those measured on the same elements of the flat road; V85 values measured on the road with longitudinal grades different than zero determine different evaluations from those determined by V85 measured on flat road on road safety, according to Safety Criterion II; the operating speed on each design element of the alignment is influenced also by the adjacent elements. According to the surveys carried out, here the author is proposing some V85 predicting models for curve sections and tangents. An assessment is required on the basis of further data from tests on the driving simulator on a wider sample of two-lane rural roads. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Design consistency KW - Driving simulators KW - Geometric design KW - Highway design KW - Highway safety KW - Horizontal alignment KW - Operating speed KW - Rural highways KW - Two lane highways KW - Vertical alignment UR - https://trid.trb.org/view/760646 ER - TY - CONF AN - 01004424 AU - Bansen, Justin AU - Passetti, Karl AU - Transportation Research Board TI - Application of the IHSDM: A Case Study PY - 2005 SP - 21p AB - Initially released for two-lane rural highways, the Interactive Highway Safety Design Model (IHSDM) is one of the latest tools developed by the Federal Highway Administration (FHWA) for practicing professionals. The IHSDM is a road safety evaluation software that allows highway planners and designers to assess safety and operational performance of a roadway corridor. The IHSDM currently has five evaluation modules: Policy Review, Intersection Review, Crash Prediction, Design Consistency, and Traffic Analysis. The IHSDM was selected as one tool used in the evaluation of improvement alternatives for a two lane rural highway with an extensive history of injury and fatal crashes. Through implementation of the IHSDM for the 23-mile study corridor, a number of valuable lessons were learned. Use of the IHSDM is data intensive and can be complicated by a lack of available data, poor quality data, and inconsistent stationing among the various data elements. For this reason, the IHSDM is best suited for the design community, where recent survey data and consistent CADD-based design parameters allow for a smooth transition into the IHSDM framework. Others intending to use the IHSDM for preliminary design activities should clearly identify the goals of the analysis and the data needs prior to starting the project to ensure that adequate data are readily available. Model calibration to local conditions is an integral part of comparing design alternatives with the IHSDM software (the type of analysis may impact the level of calibration necessary). Evaluation results should be checked for reasonableness and FHWA should be consulted for issues identified with model operation. Although the 2004 version of IHSDM has been released, FHWA continues to refine the model based upon user testing and feedback. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Calibration KW - Case studies KW - Data needs KW - Data quality KW - Highway design KW - Interactive Highway Safety Design Model KW - Local conditions KW - Rural highways KW - Two lane highways UR - https://trid.trb.org/view/760602 ER - TY - CONF AN - 01004423 AU - Stanislaw, Gaca AU - Tracz, Marian AU - Transportation Research Board TI - Measures of Speed Reduction on Main Roads PY - 2005 SP - 24p AB - The paper presents some problems related to the design and operation of speed reduction measures on traffic roads in a network with poor hierarchization of roads. The first part points out that speed is a significant road safety factor on traffic roads running through small towns and villages. Then some design recommendations on the use of speed reduction measures and the impacts and effects of these measures are described. In the next part three possible approaches to design, based on the design speed, posted and actual V85 speeds are discussed. The design speed seems rather a doubtful basis for design of speed reduction measures installed in the traffic operation stage. The last part presents some results of research on the effects of some roundabout geometrical parameters on speed. The analysis of the results showed strong effects of entry and exit curve radii and entry lane offset on speed of vehicles. The conclusions highlight the main findings concerning the efficiency of the speed reduction measures on traffic roads and problems of their use and also the necessity of further studies of design approach to measures that also need efficient speed reduction in advance of their location. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Arterial highways KW - Design speed KW - Geometric design KW - Highway design KW - Operating speed KW - Poland KW - Recommendations KW - Roundabouts KW - Small towns KW - Speed control KW - Speed limits KW - Speed reduction measures UR - https://trid.trb.org/view/760648 ER - TY - CONF AN - 01004422 AU - Zimmermann, Matthias AU - Roos, Ralf AU - Transportation Research Board TI - Increased Safety Resulting from Quantitative Evaluation of Sight Distances and Visibility Conditions of Two-Lane Rural Roads PY - 2005 SP - 14p AB - An important reason for driving errors on two-lane rural roads is the misjudgment of road users concerning the real course of the road. This misjudgment has negative effects on the driver's behavior and to the road safety and results from the overlapping of elements of the horizontal and vertical alignment which can be due to an unfavorable spatial road alignment. Many of the problems that can be detected at the road infrastructure on two-lane rural roads are related to unfavorable conditions of visibility. Inadequate sight distance in only one aspect; partial road disappearance, sight distortion and insufficient recognizability of curves ahead are also important aspects. The hazard of these situations in the road network is raised by the eventuality that they lead the driver to misinterpretations. Insufficient visibility conditions are mostly affected by an unfavorable superposition of horizontal and vertical alignment. Up to now a design engineer couldn't identify the consequences of the spatial alignment, not even by computer-aided alignment. Now, with the assistance of a newly developed software by the Universitaet Karlsruhe, perspectives from the driver's viewpoint along a road can be calculated, evaluated automatically according to quantitative visibility criteria and represented in a compact scheme, permitting the design engineer to immediately detect insufficiencies in visibility. As main quantitative criteria to detect safety relevant problems in spatial alignment, the depth of partial road disappearance along the driver's view has been developed. This new system is very important in practice and will assist in evaluating spatial road alignment quantitatively and in optimizing the road alignment from the user's viewpoint. Furthermore, in the future this system will be used as a test software for road safety audits and for the safety judgment of existing unsafe roads (road sections with an accumulation of accidents). U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Geometric design KW - Highway alignment KW - Highway design KW - Highway safety KW - Horizontal alignment KW - Perspective views KW - Quantitative spatial evaluation KW - Rural highways KW - Safety audits KW - Sight distance KW - Software KW - Two lane highways KW - Vertical alignment KW - Visibility UR - https://trid.trb.org/view/760765 ER - TY - CONF AN - 01004421 AU - Takamiya, Susumu AU - Hatakenaka, Hideto AU - Monma, Toshiyuki AU - Mori, Nozomu AU - Transportation Research Board TI - Form of Sidewalk-Roadway Boundaries Considering Their Use by Wheelchair Users and Visually Impaired Persons PY - 2005 SP - 22p AB - In Japan, at the boundaries of mount-up type sidewalks and pedestrian crosswalks, the level difference between the sidewalk and crosswalk surface is 2 cm and a gentle slope links the sidewalk and crosswalk surfaces so that wheelchair users and visually impaired persons can cross the boundary. But in recent years, there have been cases where the level differences and the gradient of the surface of curbs have been lowered excessively. This solution makes it more difficult for visually impaired persons to recognize the sidewalk-roadway boundary, causing them anxiety. So experiments were done to study a form of sidewalk-roadway boundary that contributes to safer road use by both wheelchair users and visually impaired persons. The experiments were performed by having experimental subjects cross 16 types of sidewalk-roadway boundary made by varying the shape of curbs installed on the boundary. The curb shapes were created by varying the shape of the edge, the level difference of the edge, height of the back surface, and surface gradient. The experimental subjects consisted of wheelchair users and visually impaired persons, all of whom normally go out alone. The experiments showed that wheelchair users found that the higher the level difference of the edge, the more difficult it was for them to cross the boundary. The visually impaired persons reported that when the backs of the curbs were high, it was easier for them to recognize the boundary. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Crosswalks KW - Curbs KW - Design KW - Height KW - Interfaces KW - Japan KW - Sidewalk-roadway boundary KW - Sidewalks KW - Visually impaired persons KW - Wheelchairs UR - https://trid.trb.org/view/760680 ER - TY - CONF AN - 01004420 AU - Zilioniene, Daiva AU - Cygas, Donatas AU - Juzenas, Antanas Aloyzas AU - Gintalas, Vilius AU - Transportation Research Board TI - Design of Lithuanian Rural Highways from the Aspect of Sustainable Road Network Development PY - 2005 SP - 18p AB - During the past years, when the needs of society and road users have been changing considerably, a lot of attention has been paid to the solution of problems that are related to the development, upgrading, and renovation of roads that are of national significance. Design of Lithuanian rural highways focuses on the application of the methodological principles of sustainable development and the experience of foreign countries. Roads, the development process of which is influenced by natural, demographical, planning, technical, management and other factors, first, are investigated as part of the ecological system. Assessment of the factors influencing roads is quite complicated due to an intricate connection of the roads with their environment and the global system. Design of rural highways is related to road geometrical parameters, geological and hydrological conditions of a location, and usage of old pavement structure. Following an analysis of the Standards of the Lithuanian Road Design, it was found that these factors have different impacts on the rural highways in different Lithuanian regions due to different road significance, traffic volume and driving speed, technical road characteristics by components of the road, pavement structures, and soils as well as materials used for road design. The structural chart of an information database to design roads (in compliance with Lithuanian Road Standards) was drawn up. This database could be useful for designing future rural highways. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Databases KW - Design standards KW - Geology KW - Geometric design KW - Highway design KW - Hydrology KW - Lithuania KW - Rural highways KW - Sustainable development UR - https://trid.trb.org/view/760654 ER - TY - CONF AN - 01004419 AU - Dragcevic, Vesna AU - Korlaet, Zeljko AU - Rukavina, Tatjana AU - Lakusic, Stjepan AU - Transportation Research Board TI - Three-leg Intersection At-Grade--The Right Edge Forming Test PY - 2005 SP - 16p AB - There are no regulations or standards in the Republic of Croatia concerning the formation of at-grade intersection elements. For this reason, German standards are used in designing such intersections. Frequently, right edge damage can be observed on at-grade intersections. This study was conducted as a part of ongoing scientific research aimed at reducing this phenomenon. A numerical model developed by the Faculty of Civil Engineering (University in Zagreb) was used to test vehicle movement. Reliability was checked on the basis of results of drives on the test field. This paper deals with tests carried out on two basic types of 3-leg at-grade intersections as defined by German regulations regarding intersection design outside urban areas. The testing of the formation of the intersection right edge line was carried out by observing the intersection as a whole, so that the test drives were first performed in all possible directions of movement by relevant vehicles through the intersection, at different selection of steering paths and crossing angles of the road axes of the main and secondary directions less than or equal to 90 degrees. The results of the test drive presentations show that right edge formation in compliance with the German regulations by means of three circular arcs with radii ratio 2:1:3 does not ensure an undisturbed drive for the tested vehicles. Taking the results of the test drive into account, a proposal for formation of the intersection right edge is given. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - At grade intersections KW - Croatia KW - Design standards KW - Edge lines KW - Field studies KW - Right turns KW - Rural areas KW - Three leg intersections KW - Turning radius UR - https://trid.trb.org/view/760674 ER - TY - CONF AN - 01004418 AU - Bergh, Torsten AU - Moberg, Jan AU - Transportation Research Board TI - Country Report--Sweden PY - 2005 SP - 15p AB - The objective of this paper is to give an overview of the Swedish road system, highway policies and guidelines. Other objectives are to give an overview of research projects and some issues of special interest. The Swedish state owns major rural roads and major urban through roads. These roads are managed by the Swedish National Road Administration (SNRA) formally independent of the state government. Investment projects on national state highways, some 8000 km, are included in the present national plan for 2004-2015 for 42 Billion SEK (1 US$=7 SEK) including safety and environmental improvements. 17 Billion SEK are designated to improve bearing capacity on many of the roads that are a part of the entire state road network, especially in the north of Sweden. Investments on regional state roads during the same period will be 24 Billion SEK. Some 550 persons are killed every year in road traffic, 400 of them on state roads (mainly in rural areas). Head-on collisions and run-off-road accidents are dominant. Wide two lane roads are very cost-effective to convert to 2+1 with median barrier. Some 1000 km have been converted so far. The results are very successful - some 80% reduction in fatalities and 50% reduction in severe injuries. A new Swedish guideline for design of roads and streets was approved in June 2004. It was accomplished by cooperation between SNRA and The Swedish Association of Local Authorities (owner of the streets in the communities). The feasibility guidelines for investment and rehabilitation projects were updated in 2001 supported by a data program called EVA. There are a number of research projects on follow-up studies of 2+1 roads, development of 1+1 with a special road marking concept, roadside design, design and location of rumble road markings and design for partially-sighted persons, etc. The successful experiences of roundabouts in Sweden as elsewhere have increased in number from 700 to 1200 over 7 years. Speed management and median separation are crucial in the SNRA efforts to achieve the 2007 safety objective of 270 killed in road traffic as compared with the present level of over 500. The main tool for speed control is to augment the efficiency and the number of speed camera locations, now some 350 only in rural areas and only part-time equipped. Full scale tests with speed cameras have produced very promising results. There is now a program to establish 700 cameras in rural and urban areas to be more efficient than the present generation of cameras. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Bearing capacity KW - Cameras KW - Fatalities KW - Frontal crashes KW - Guidelines KW - Highway design KW - Highway safety KW - Improvements KW - Investments KW - Median barriers KW - Ran off road crashes KW - Research projects KW - Roadside KW - Roundabouts KW - Rumble strips KW - Rural highways KW - Speed control KW - Sweden KW - Three lane highways KW - Traffic safety KW - Two lane highways KW - Urban highways UR - https://trid.trb.org/view/760457 ER - TY - CONF AN - 01004417 AU - Sandle, Ian AU - Aspinall, Barry AU - Hasen, David AU - Smart, John AU - Transportation Research Board TI - Wide Single 2+1 Carriageways in the UK PY - 2005 SP - 18p AB - The purpose of this paper is to draw together research and developments in the use of wide single 2+1 (WS2+1) carriageways in the UK over the last 12 years. Following research by the Scottish Office between 1993 and 1995, the Highways Agency carried out research between 1995 and 1997 to explore the potential for increased use of single carriageway roads on the trunk road network in England. It reviewed previous studies on the operation and safety of single carriageways, and investigated European experience of roads marked as WS2+1. The study concluded that WS2+1 layouts have the potential to provide benefits in safety and operational terms, but as there was no experience of their use in the UK, it recommended that evaluation schemes should be implemented to monitor their performance prior to inclusion as a standard layout in the Design Manual for Roads and Bridges (DMRB). As a result, two WS2+1 schemes were implemented and their performances monitored. The schemes are the A68 Soutra Hill in Scotland opened in February 2002 and the A303 Ilminister Bypass in England opened in June 2003. Early monitoring results indicate that both schemes are meeting their objectives. This has given the UK Overseeing Organizations the confidence to start work on a new national standard for WS2+1 roads. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Design standards KW - England KW - Highway design KW - Highway operations KW - Highway safety KW - Monitoring KW - Performance KW - Scotland KW - Three lane highways KW - United Kingdom UR - https://trid.trb.org/view/760466 ER - TY - CONF AN - 01004416 AU - Bergh, Torsten AU - Carlsson, Arne AU - Moberg, Jan AU - Transportation Research Board TI - 2+1 Roads with Cable Barriers--A Swedish Success Story PY - 2005 SP - 15p AB - The objectives of this paper are to present the Swedish National Road Administration (SNRA) policies on cost-effective safety measures mainly on 2+1 roads with median cable barriers but also on separated 2+2 and 4-lane roads and to summarize important results and findings from projects opened to date, totally some 1000 km. In the 1990s almost 100 Swedes were killed and another 400 severely injured every year on the 3500 km network of 13 m wide two-lane roads due to the huge traffic load. This comprised 25% of all fatalities and 20% of all severe injuries on the 100,000 km of state roads. The main problem on all two-lane roads was run-off and head-on accidents causing more than 70% of all fatalities. The event process tended to be the same. The driver looses control for some reason and crashes against some obstacle in the roadside area or an opposing unlucky driver. The pressure grew on SNRA in the 1990s to explore more cost-effective measures to improve traffic safety. The alternative 4-lane road (i.e., with full access control and 18 m crown width including a 2.5 m median) was introduced for new constructions in the mid-90s in the aftermath of a political intervention with the objective to replace motorways to decrease costs and environmental intrusion without jeopardizing traffic safety. In 1998, SNRA decided on a full-scale program to improve traffic safety on six existing 13 m roads using low-cost measures, preferably within existing right-of-way. The main alternative was the 2+1 concept (i.e., with a central overtaking lane changing permitted direction every 1.25 km with a separating cable barrier preferably within the existing 13 m width) estimated to eliminate 20 to 50% of all severe link accidents. The design was soon judged to be a major success with now almost 1000 km opened. Traffic safety results for the 2+2 concept (i.e., to widen existing 13 m roads to 2 lanes in each direction separated with a cable barrier with a width of 16 m) and the alternative 4-lane roads are so far more disappointing, being no safer than 2+1 roads. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Cable barriers KW - Cost effectiveness KW - Divided highways KW - Fatalities KW - Four lane highways KW - Injuries KW - Sweden KW - Three lane highways KW - Traffic safety UR - https://trid.trb.org/view/760703 ER - TY - CONF AN - 01004415 AU - Bjorketun, Urban AU - Transportation Research Board TI - Accident Data and Road Alignment Measures PY - 2005 SP - 23p AB - Road alignment is assumed to influence traffic flow performance (level-of-service) as well as accident outcome. In the cause and effect relationships used by the Swedish Road Administration (SRA), sight distance is used as a measure of alignment standard and predicted accident rate in different road environments is adjusted with regard to sight distance. Since the sight distance is hard to measure, it is desirable to find an alternative to this variable. By compiling an analysis register, it has been possible to investigate the relationship between alignment and accidents on links. The alignment of each road link is described horizontally as the sum of successive absolute angle changes per kilometer and vertically as the sum of absolute changes in height. The alignment measures have been used for classification: three levels for horizontal curvature and three for vertical. Three different measures regarding accidents on links have been studied. Horizontal alignment turned out to have minor influence on accident outcome, at least for two-lane roads with speed limit 90. In most road environments the accident measures had higher values for links in the group ">/= 30 m/km" compared to the other two levels. A close co-variation was found between total casualty rate and accident rate for head-on and overtaking accidents, for both horizontal and vertical alignment. For some road environments it was possible to use 10 levels for the alignment instead of 3. Again it was found that it is mainly the vertical alignment that influences accident outcome and especially at high values for this alignment measure. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Crash data KW - Crash rates KW - Frontal crashes KW - Highway alignment KW - Horizontal alignment KW - Overtaking accidents KW - Sight distance KW - Sweden KW - Two lane highways KW - Vertical alignment UR - https://trid.trb.org/view/760595 ER - TY - CONF AN - 01004414 AU - Ohnishi, Hirofumi AU - Tsukada, Yukihiro AU - Mori, Nozomu AU - Kiriyama, Takaharu AU - Transportation Research Board TI - Country Report--Japan: Recent Developments of Road Geometric Design in Japan PY - 2005 SP - 20p AB - Recently in Japan, though the cost evaluation has become so severe because of government's financial crisis, demands for roads are increasing to reduce traffic jams in the urban areas and improve convenience in the rural areas. Moreover, it is required to form a society in which everyone including elderly and disabled people can participate safely and comfortably. To realize these demands, geometric standards of roads have been revised with some newly developed geometric designs. For roads in urban areas, structural standards of small roads which are exclusively used by small vehicles, etc., have been stipulated. Because the section of small roads is smaller than that of ordinary roads, the cost could be reduced especially at a bridge or a tunnel, and the construction could be completed in a shorter time. For expressways in rural areas, structural standards of divided 2-lane roads which could be constructed with less cost than full 4-lane expressways have been also stipulated. Here, not only the cost but also the safety and serviceability are taken into account. In order to secure the mobility of elderly and disabled people, Transportation Accessibility Improvement Law was established in 2000. In line with this law, structural standards have been specified for sidewalks, grade separation crossing facilities and so on. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Accessibility KW - Aged KW - Costs KW - Crosswalks KW - Design standards KW - Divided highways KW - Expressways KW - Geometric design KW - Highway design KW - Highway safety KW - Japan KW - Laws KW - Mobility KW - Persons with disabilities KW - Rural areas KW - Serviceability KW - Sidewalks KW - Traffic mitigation KW - Urban areas UR - https://trid.trb.org/view/760402 ER - TY - CONF AN - 01004413 AU - Perco, Paolo AU - Transportation Research Board TI - Comparison Between Vehicle Paths Along Transition Sections With and Without Spiral Curves PY - 2005 SP - 23p AB - Many road standards encourage or require the use of the spiral curve in the transition section of the horizontal curve. However, it is not clear if its use has any beneficial effect on traffic safety. Very few studies have analyzed the effect of the spiral curve on accident rate but even then results differ and, in certain cases, even conflict. In particular, some of these results seem to show the potentially negative effect of a long spiral on the driver's curve perception and on safety. The objective of this research was to verify if the presence and the length of spiral curves affect driver behavior. Research focused attention on car paths along transition sections with and without spiral transitions. Car paths were surveyed using a digital video camera. Research involved the study of 6 spiral transitions and 6 direct tangent-to-circular curve transitions on two-lane rural roads. Different driver behaviors were analyzed comparing car paths along transition sections with spirals of different lengths and along transition sections without spirals. Results show a clearly negative effect of the spiral length on driver behavior only if the spiral is longer than the distance traveled during natural steering time. On the contrary, when these lengths are similar, there is no evident difference between driver behavior along the transition sections with or without spiral curves. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Behavior KW - Crash rates KW - Digital video KW - Geometric design KW - Highway design KW - Horizontal curvature KW - Rural highways KW - Spirals KW - Traffic safety KW - Transition sections (Curves) KW - Two lane highways KW - Vehicle path UR - https://trid.trb.org/view/760721 ER - TY - CONF AN - 01004412 AU - Richl, Laurel AU - Sayed, Tarek A AU - Transportation Research Board TI - Effect of Speed Prediction Models on Design Consistency PY - 2005 SP - 17p AB - Design consistency is becoming an essential component of highway design. The most frequently used criteria to evaluate design consistency are the difference between design and operating speed, operating speeds on successive elements and assumed side friction of the road and the side friction demanded by the driver. For design consistency analyses on new alignments it may not be possible to use actual operating speed data as the new alignment may be too different, thus speed prediction models can be used to estimate operating speed. Estimates of operating speed can influence the outcome of design consistency criteria calculations. Therefore, it is important to understand how design consistency measures are influenced by the selection of operating speed models. There has been a considerable research effort devoted to the data collection for and derivation of speed prediction models for horizontal curves and to a lesser extent tangent sections. Similarly, there has been considerable effort in developing design consistency measures and evaluation tools. However, little research has been done into the influence that different speed prediction models have on design consistency criteria. This paper investigates how the selection of speed prediction models influences design consistency evaluation. The research found that the selection of the speed prediction model has a significant impact on design consistency evaluation. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Design consistency KW - Design speed KW - Estimates KW - Highway alignment KW - Highway design KW - Operating speed KW - Side friction KW - Speed prediction models UR - https://trid.trb.org/view/760653 ER - TY - CONF AN - 01004411 AU - Phillips, Stacie AU - Carter, Daniel AU - Hummer, Joseph E AU - Foyle, Robert S AU - Transportation Research Board TI - Safety Comparison of Four-Lane Median Divided and Five-Lane with TWLTL Segments PY - 2005 SP - 20p AB - Highway projects involving access management strategies are among the most hotly debated transportation issues, particularly in regards to the choice of midblock left turn treatment. The two main competitors for midblock left turn treatment on four-lane arterials are raised medians with openings and two-way left turn lanes (TWLTL). This research focused on determining the safety effects of medians on midblock road segments and the adjacent signalized intersections. For the segment study, predictive collision models were calibrated using geometric, volume, land use, and collision data for 143 midblock segments. Analysis showed that collisions were significantly related to cross-section type, average daily traffic, segment length, land use, and approach density (two-way total). For predominantly residential and industrial land uses, the raised median design was always associated with fewer collisions than the TWLTL design. For predominantly business and office land uses, the raised median design had a safety advantage for low approach densities. For higher driveway densities, the raised median was slightly safer at high traffic volumes and the TWLTL was slightly safer at lower traffic volumes. To investigate the safety effects on adjacent intersections, the study examined a set of 78 intersection approaches in North Carolina. Although the group of study sites was purposely biased toward sites with high U-turn percentages, the study found that 65 of the 78 sites did not have any collisions involving U-turns in the three-year study period, and the U-turn collisions at the remaining 13 sites ranged from 0.33 to 3.0 collisions per year. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Divided highways KW - Driveway density KW - Five lane highways KW - Four lane highways KW - Land use KW - Median openings KW - North Carolina KW - Raised medians KW - Signalized intersections KW - Traffic crashes KW - Traffic density KW - Traffic safety KW - Traffic volume KW - Two way left turn lanes KW - U turns UR - https://trid.trb.org/view/760702 ER - TY - CONF AN - 01004410 AU - Jianchuan, Cheng AU - Wei, Wang AU - Transportation Research Board TI - Country Report--China: Review of Roadway Geometric Design in China PY - 2005 SP - 20p AB - In the past two decades, highway construction in China has grown rapidly. Meanwhile, there has been a series of scientific research achievements, including those in the area of highway geometric design, that definitely contributed to the highway construction development. This paper reviews the following major issues: (1) Technical standards research in which highway classification, design speed, standard vehicle used for traffic capacity calculation, etc., were discussed; (2) Research and developments on horizontal alignment design theories, as well as software development and its large-scale applications (Both the theories and their computer-aided implementations are valuable and quite unique with their Chinese characteristics.); (3) Approaches on roadway geometry related to safety (Some preliminary work such as accident prediction models for horizontal curves were initiated.); (4) Introduction of the latest highway design concept, sustainable highway geometry design, and some of its practical methods (This concept and practice actually reflect the similar ideas of context-sensitive design and flexibility design emphasized in the United States and in many European countries.); and (5) Introduction of some approaches to urban intersection performance improvement. The paper concludes that there still remain problems and challenges to be solved. Those problems and challenges include the issues of geometric design policies, updated design concepts and methods, flexibility in highway design, context-sensitive design, and design detail specifications. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - China KW - Context sensitive design KW - Design standards KW - Geometric design KW - Highway design KW - Highway safety KW - Horizontal alignment KW - Implementation KW - Improvements KW - Intersections KW - Policy KW - Research KW - Software KW - Specifications KW - Sustainable development KW - Theory UR - https://trid.trb.org/view/760719 ER - TY - CONF AN - 01004409 AU - Knapp, Keith K AU - Transportation Research Board TI - Roadway Design Decisions and Animal-Vehicle Crashes PY - 2005 SP - 14p AB - Animal-vehicle crashes (AVCs) are a significant roadway safety problem throughout the world. In the United States (US), for example, it is estimated that more than a million deer-vehicle crashes occur each year, and that the cost of these crashes is over a billion US dollars. The magnitude of this safety problem can be positively and negatively influenced by a wide range of roadway planning, design, and maintenance decisions and agency policies. This connection, however, is rarely discussed or considered by roadway planners and geometric designers (unless an endangered species is involved). The purpose of this paper is to introduce and start a discussion about some of the planning, design, and maintenance decisions and/or policies that can impact the number of AVCs along a roadway. Some design decisions (and the policies that guide them) related to AVCs include posted speed limits, roadway curvature and cross section (e.g., number of lanes, median type and/or barriers, etc.), and the height, length, and location of bridges. Some jurisdictions have also developed and begun to use roadway planning/programming tools that assist in the general AVC impact estimation of roadway alignment locations. Maintenance activities (e.g., roadside vegetation and ice removal) also have potential AVC impacts, and are discussed in this paper. Overall, however, little quantitative knowledge exists about the individual or combined AVC impacts of roadway planning, design, and maintenance decisions. This is a gap in safety research that should be addressed. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Animal vehicle collisions KW - Cross sections KW - Decision making KW - Deer-vehicle collisions KW - Highway alignment KW - Highway bridges KW - Highway curves KW - Highway design KW - Highway maintenance KW - Highway planning KW - Policy KW - Research KW - Speed limits UR - https://trid.trb.org/view/760600 ER - TY - CONF AN - 01004408 AU - de Vries, J R C AU - Transportation Research Board TI - New Dutch Motorway Design Guidelines Under Way PY - 2005 SP - 16p AB - The new Dutch design guidelines for motorways (to be published towards the end of 2005) will get a character entirely different from previous editions. The two main reasons for this change are the wish of Rijkswaterstaat (the Dutch road authority) to renew the challenge for the motorway designer, and the need for more transparent decisions during the process of road planning and designing. The new design guidelines will contain two sections. One section will describe the roles, tasks and responsibilities in the larger part of the process of realizing a motorway, from the early planning stages to detailed design specification. The other section is meant to provide the operational motorway designer with a toolbox, including a manual on how to use that toolbox. The new motorway design guidelines are meant to facilitate every design action regarding the motorway network, such as designing an entirely new road, regular widening of existing roads, utilization of an existing road or temporary roadwork stretches. The new motorway design guidelines take a different approach towards context sensitive road design. Former editions of the guidelines focused on an ideal situation, but the current practice in the Netherlands is that road design is a matter of what is possible under limiting circumstances. Before implementing this approach, the study 'Basic Design Specifications' was carried out, on the possibilities and effects of context sensitive design. The study proved that context sensitive motorway design can be cost-effective at a lower investment. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Context sensitive design KW - Cost effectiveness KW - Design standards KW - Guidelines KW - Highway design KW - Highway planning KW - Netherlands UR - https://trid.trb.org/view/760584 ER - TY - CONF AN - 01004407 AU - Kennedy, J V AU - Peirce, J AU - Summersgill, I AU - Transportation Research Board TI - International Comparison of Roundabout Design Guidelines PY - 2005 SP - 16p AB - Roundabouts have been a key form of junction in the UK for many years. They are used on all classes of road in both urban and rural areas for the efficient and safe control of traffic, particularly where side road flows are high. Roundabouts are the most common type of control used at motorway intersections, and are heavily used throughout the UK's trunk and principal road network, as well as on local authority roads. The paper describes a state-of-the-art review of roundabout design intended to lead to a revised UK Design Standard to meet the needs of modern roads. The need for a hierarchical approach is considered, the intention being to place much greater emphasis on the interests of vulnerable road users. Concerns relating to the current Standard are discussed, including the problem of large vehicle rollover accidents. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Design KW - Design standards KW - Guidelines KW - Rollover crashes KW - Roundabouts KW - State of the art KW - United Kingdom KW - Vulnerable road users UR - https://trid.trb.org/view/760485 ER - TY - CONF AN - 01004406 AU - Vest, Adam AU - Stamatiadis, Nikiforos AU - Transportation Research Board TI - Use of Warning Signs and Markings to Reduce Speeds on Curves PY - 2005 SP - 17p AB - Sharp horizontal curves can pose dangers to the driver when dealing with speed adjustment, vehicle placement, and judgment of the appropriate operating speed. Roadway designers use various warning methods to aid drivers in such situations, primarily with warning signs and pavement markings. There is a suspicion, however, that these devices are often misinterpreted or disregarded by drivers, thus reducing their effectiveness and not achieving intended reduction in operating speeds. The objective of this study was to evaluate the use of several warning signs and pavement markings at problematic rural horizontal curves, and to evaluate their effectiveness in relation to speed reduction. A series of treatments, including one-direction large arrow signs, chevron alignment signs, the new sign that combines horizontal alignment and advisory speed, addition of flags to the existing sign, addition of flashing lights to the existing sign, post delineators, and transverse lines, was applied to three curves and speed data were collected over a two-day period at three locations approaching the curve over a distance of approximately 350 m. The results indicated that the most promising treatments in reducing operating speeds are flashing lights and transverse lines. An analysis of the over the 85th percentile speeds showed also significant reductions indicating that there was a greater impact for the higher operating speeds: a fact which could be considered more important than the smaller overall reductions noted. Another treatment that also showed some potential for reducing speeds is the new combination sign. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - 85th percentile speed KW - Advisory speed limit signs KW - Data collection KW - Field studies KW - Flashing lights KW - Highway curves KW - Highway delineators KW - Highway design KW - Horizontal curvature KW - Operating speed KW - Road markings KW - Speed reduction KW - Transverse lines KW - Warning signs UR - https://trid.trb.org/view/760638 ER - TY - CONF AN - 01004405 AU - Lamm, Ruediger AU - Cafiso, Salvatore AU - La Cava, Grazia AU - Beck, Anke AU - Transportation Research Board TI - To What Extent the Human Being Is So Far Regarded in Modern Highway Geometric Design--An International Review and a Personal Outlook PY - 2005 SP - 16p AB - In general the relationships among geometric design, speed, driving dynamics and safety can be regarded today to a large extent as soundly solved, while the human being (the driver), if at all, is only indirectly considered, although more than 90% of all accident causes are attributed to human error or improper human behavior. To find out to what extent driver performance as part of the road traffic system is regarded as essential for effective road design, operation, and safety, twelve modern highway geometric design guidelines were studied. The results of the in-depth reviews are discussed, analyzed, compared and evaluated. It was found that most of the guidelines only regard directly or indirectly human behavioral modes by simple assessments, for example, about perception and reaction time, eye and obstacle height, recommendations for limiting values of design elements, fatigue considerations for tangents, qualitative advice for three-dimensional alignment and sight distance quantifications. Only a few modern guidelines have begun to incorporate human factors additionally, for example, expressed by qualitative statements about the driving task, vision, driver expectancy, driver reaction, driver error, or driver workload and quantitatively by consistency considerations. Thus, this paper reflects a summary/state-of-information and the analysis is a recommendation of the need for quantitative analysis of the associated human factors considerations. For instance, new research is addressed which reveals that human behavior can be analyzed by using driver workload measures in terms of psychophysiological parameters. It is concluded that the additional introduction of human performance capabilities and behavioral characteristics has to be required as vital input into modern highway geometric design guidelines, since when a design is compatible with human capabilities, the opportunities for errors and accidents decrease. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Behavior KW - Driver errors KW - Driver expectancy KW - Drivers KW - Geometric design KW - Highway design KW - Human factors KW - Psychophysiological aspects KW - Reaction time KW - State of the art KW - Task analysis KW - Vision KW - Workload UR - https://trid.trb.org/view/760636 ER - TY - CONF AN - 01004404 AU - Arndt, Owen AU - Troutbeck, Rod AU - Transportation Research Board TI - Relationship Between Unsignalised Intersection Geometry and Accident Rates PY - 2005 SP - 22p AB - The main purpose of this paper is to provide road design practitioners with an overview of the results of an unsignalized intersection study. The study investigated the effect of geometry, traffic volumes and other parameters on accident rates using a sample of 206 unsignalized intersections from throughout Queensland, Australia. This paper briefly discusses the results of a literature review of unsignalized intersection safety and some of the approaches used to analyze the data. The effect of a number of parameters on the rates of the three most common accident types at unsignalized intersections is then given. This study has yielded results that confirm the validity of several of the current design standards for unsignalized intersections, in addition to identifying new outcomes. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Crash rates KW - Crash types KW - Design standards KW - Geometric design KW - Literature reviews KW - Queensland KW - Traffic safety KW - Traffic volume KW - Unsignalized intersections UR - https://trid.trb.org/view/760505 ER - TY - CONF AN - 01004403 AU - Han, Kai AU - Middleton, Dan AU - Muzyczka, W J AU - Minty, Scott AU - Clayton, Alan AU - Transportation Research Board TI - Developing Virtual Reality Visualizations to Support Highway Geometric Design PY - 2005 SP - 18p AB - Engineering applications of computerized visualization have received growing interests, and benefits of applying virtual reality (VR)-based visualization in transportation are well documented. However, a number of technical and financial issues hinder the wide acceptance of this new technology in the highway engineering design field. The authors undertook a research to investigate the feasibility of developing a low-cost, easy-to-implement, and flexible visualization system to support the highway geometric design process. By taking advantage of existing data sets available in the formats of engineering design drawings, aerial photography, and Geographic Information Systems, the research employed VR technology to develop a set of three-dimensional (3D) models to implement visualization processes which have a specific focus on various geometric aspects of highway design. Using open-source modeling language, the authors were able to develop a set of techniques to construct 3D surface of the road, which accurately reflects the vertical and horizontal geometry. Coupled with the script programming language, enhancements are made by providing simulation of vehicles driving on the road. Using VR-based visualization, engineers are given the opportunity to evaluate their design, before it is built, from a typical driver's perspective. The visualization system offers great potential for supporting the engineering design process by helping engineers visualize the road, see the effects of changes made to their design in a timely fashion, and better communicate the design to stakeholders. The paper concludes with recommendations and calls for a more integrated approach to the implementation of visualizations in the highway geometric design process. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Aerial photography KW - Computer programming languages KW - Drawings KW - Geographic information systems KW - Geometric design KW - Highway design KW - Three dimensional models KW - Virtual reality KW - Visualization UR - https://trid.trb.org/view/760425 ER - TY - CONF AN - 01004402 AU - Mavromatis, Stergios AU - Psarianos, Basil AU - Kasapi, Eva AU - Transportation Research Board TI - Computational Determination of Passenger Cars' Braking Distances Equipped with Anti-Block Brake Systems PY - 2005 SP - 17p AB - One of the prerequisites for a safe motion of any vehicle along a prescribed road surface is that adequate Stopping Sight Distance (SSD) is provided at every point along the roadway. Existing design policies do not fully incorporate current vehicle technology trends when providing various design values. One of these technologies is the Anti-block Brake System (ABS), with which all modern vehicles are equipped. In effect, this negligence leads to an underestimation of the abilities of SSDs of modern cars and consequently to expensive road designs. Therefore, an investigation of the actual braking distances of a medium sedan passenger car, taking into consideration the current industrial provisions for this type of car, was carried out based on a computational model developed for this case. The computed model's SSD outputs for various initial speed values were compared with existing field measurements, where no significant difference was found, proving thus the reliability of the developed computational model. The immediate effect of the derived new SSD values is a significant reduction regarding the required radii for crest vertical curves and a relevant increase of the speed limit on left curved divided highways. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Antilock brake systems KW - Automobiles KW - Braking performance KW - Curve radius KW - Divided highways KW - Field measurements KW - Highway design KW - Mathematical models KW - Speed limits KW - Stopping sight distance KW - Vertical curvature UR - https://trid.trb.org/view/760766 ER - TY - CONF AN - 01004401 AU - Kjemtrup, Kenneth S AU - Transportation Research Board TI - Country Report--Denmark: Status Report, Denmark 2005 PY - 2005 SP - 18p AB - The Danish guidelines for geometric design of roads and paths in rural areas are guided by a basic philosophy of designing and establishing roads so that the desired speed is not only a design parameter stipulated by road planners, but also the speed that road users experience as the most natural and most comfortable. Denmark is an old agricultural country with intensively farmed land and short distances between farms and between towns. The highly developed industry of modern Danish society is dispersed across the country so that the road network is dense and multifunctional. Therefore, it is difficult to establish a clear and unambiguous functional road classification. Even the motorways serve as access roads in some places. Therefore, it has been necessary to choose a comparatively simple functional classification and to seek to increase road safety by a supporting speed classification. In order to ensure that road users actually drive at the speed desired by the road planners, the Road Directorate has worked on a self-explaining road concept over the last couple of years. The self-explaining road must be designed so that all geometric elements, road markings and road equipment work together as one unit, giving road users an unambiguous impression of who else is on the road (without being visible all the time), the geometric design and what speed behavior is safe. At the same time, the road and the road environment are as far as possible established in such a way that if the road user runs off the road by accident, the consequence for him/her and the other road users is minimized. This is called "the forgiving road." U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Denmark KW - Design speed KW - Functional classification KW - Geometric design KW - Guidelines KW - Highway design KW - Highway safety KW - Ran off road crashes KW - Rural areas UR - https://trid.trb.org/view/760406 ER - TY - CONF AN - 01004400 AU - O'Cinneide, D AU - Murphy, Judith AU - Ryan, Terence AU - Transportation Research Board TI - The Effect of Geometric Elements on Interurban Accident Rates PY - 2005 SP - 15p AB - This paper presents the results of two separate studies into the relationship between accident rates and road design elements. Both studies used the Irish National Road Database which contains detailed information on each uniform section of the entire National Road Network including traffic volumes and accidents. These studies were the first research uses of this database. They enabled the calculation of reliable interurban accident rates for different types of road in Ireland which were not previously available. Other objectives included the identification of the road design factors which best contributed to safety and an examination of the reliability of the accident reporting system in Ireland. The accident reporting process in Ireland is initially examined. Since the National Road Database had not previously been subjected to any detailed scientific analysis, it was found that a considerable "data cleaning" effort was required. However, the most substantial errors arise due to the underreporting of accidents, a problem which is encountered internationally. Comparisons of the unadjusted accident rates for each road type with the equivalent adjusted rates are used to emphasize the large differences which can occur due to the underreporting of injury accidents. Differences between the derived accident rates for the two studies (which covered different time periods) highlight the necessity of including vehicle kilometers, accident totals and road lengths in any such comparisons. The effects of these are considered and also the influence of traffic volume on accident rates. The principal conclusion is the high accident rates for undivided two-lane roads. However, three-lane roads (roads with a climbing lane) had the highest fatal accident rate. Divided roads had substantially lower accident rates than undivided roads while motorways were at least three times safer than dual carriageways. The National Road Database is also used to determine the influence of a number of road environment variables on road safety, paying particular attention to the road cross sections recommended in road design standards. A primary aim was to rank the road variables in terms of 'importance' in accident occurrence, and therefore to identify priority areas for achieving accident reductions. As this study did not set out to create a predictive model, multiple linear regression was used to model the data. The analysis was limited to two lane undivided interurban road sections. Comparisons are made with a similar study carried out in 1976 in order to investigate whether the relative effects of geometric factors have varied over time. A detailed examination was also carried out into the impacts of volume and lane and shoulder width on accidents on undivided two lane roads. Apart from vehicle kilometers of travel, lane and shoulder width and the number of roadside developments were shown to have the greatest influence on the number of accidents on undivided two-lane roads. A lane width from 3.50 to 3.75 m was optimal while the safest shoulder width was in the range 2.5 m to 3.0 m. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Crash rates KW - Cross sections KW - Divided highways KW - Freeways KW - Geometric design KW - Highway design KW - Highway safety KW - Ireland KW - Lane width KW - Multiple regression analysis KW - Shoulder width KW - Three lane highways KW - Traffic volume KW - Two lane highways KW - Underreporting KW - Vehicle miles of travel UR - https://trid.trb.org/view/760498 ER - TY - CONF AN - 01004399 AU - Kuhn, Wolfgang AU - Transportation Research Board TI - The Basics of a Three-Dimensional Geometric Design Methodology PY - 2005 SP - 18p AB - Road design is carried out by highway planning authorities and engineering offices and is still separated into three elements: the horizontal and vertical alignment plans and the cross section. The three-dimensional (3D) picture of the road, which enables road users to adapt their driving style, is not obtained until these 3 design elements are superimposed on each other. In order to avoid any possible geometric design errors caused by separate processing and the subsequent superimposition of the plans, basic mathematical and design factors have been developed to allow a 3D geometrical design methodology. The 3D axis consists of a sequence of 3D elements (fixed elements, dialogue elements and coupling elements). Fixed elements should always be selected if it is unnecessary to introduce any variation to the course of the axis based on the design conditions. However, if the idea is to adjust the design of the road to match existing geometrical constraints to an even better degree at individual points, dialogue elements must be used. In contrast to the fixed elements, a dialogue element allows the course of the axis to be varied at individual points by altering the parameters without introducing any change to the constellation of fixed points. Coupling elements serve to link fixed and dialogue elements. Calculating the axis using 3D geometrical design elements opens up new opportunities for further developing a design methodology for roads. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Cross sections KW - Design methods KW - Geometric design KW - Highway design KW - Horizontal alignment KW - Three dimensional analysis KW - Vertical alignment UR - https://trid.trb.org/view/760699 ER - TY - CONF AN - 01004398 AU - Irzik, Marco AU - Dammann, Wiebke AU - Transportation Research Board TI - Passing Process on 2+1 Roads in Germany PY - 2005 SP - 20p AB - The 2+1 roads have a continuous three-lane cross section with alternating passing lanes. The 2+1 cross section enables passing maneuvers within designated passing lanes without regard to the opposing traffic. In Germany those 2+1 roads have been found out to operate with lower accident rates than conventional two-lane highways. The aim of the last year's research concerning the 2+1 cross section was to analyze the traffic safety and to assess the quality of service. The knowledge about the passing process is still incomplete and is based predominantly on theoretical models. The paper presents selected results of the research project FE 02.223/2002/FRB "Design standard and passing behaviour on 2+1 roads". The research project was sponsored by the Federal Ministry of Transport, Building and Housing. It was concluded in February 2005. The aim of the research project was to enlarge the knowledge about passing processes on 2+1 roads. Above all this knowledge should be used to determine the necessary length of two-lane sections within 2+1 roads. With regard to this aim different methods of determination of the necessary length of two-lane sections were considered. In the end, a single method was developed. The developed method is based on a correlation between traffic volume and the necessary length of two-lane sections depending on traffic safety and different levels of service with regard to the share of incomplete dissolving processes. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Crash rates KW - Germany KW - Highway design KW - Highway safety KW - Passing lanes KW - Quality of service KW - Three lane highways KW - Traffic volume UR - https://trid.trb.org/view/760604 ER - TY - CONF AN - 01004397 AU - Tilger, Klaus AU - Appelt, Veit AU - Transportation Research Board TI - New Complex Solutions for the Real Time Spatial Road Design PY - 2005 SP - 21p AB - The classical road design subdivided in plane, longitudinal and cross sections passes up some potentials for: maximizing of traffic safety parameters like sight distances and road surface drainage; optimization of integration in landscape by means of a digital terrain model (length, shape, earthworks); minimization of bridges and tunnels (number and dimensions); and minimization of the total costs (financial optimization). Only a consequent spatial design method with real time interaction allows the essential planning analysis. These are being realized by the new three-dimensional (3D) design applications of alignment, combined with active optimization. The active use of 3D design solutions is supplemented by the consequent use of 3D surveying models, which can contain not only surface and orthophoto-textures but also supply lines, soil layers, buildings, plants and many other essential features. Thus, the design gets possible in virtual reality. More flexibility is provided by the international use of new alignment elements like 3D-splines. These splines are narrowed to classical radii to keep them comparable and adaptable by genetic algorithms. All data are directly connected to the spatial guideline and are being permanently updated as cross sections, earthwork balance, bridges, tunnels, passive protection measures, ranges of vision and cost analysis divided into several levels of detail. This solution is the result of 2 years of development with a grant from the European Union. Some test projects were established on the basis of the prototype and successfully finished. The basic ideas and actual results of the research and development will be introduced to the road design experts. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Genetic algorithms KW - Highway alignment KW - Highway design KW - Optimization KW - Real time information KW - Three dimensional models KW - Virtual reality UR - https://trid.trb.org/view/760698 ER - TY - CONF AN - 01004396 AU - Gattis, J L AU - Transportation Research Board TI - Urban Street Horizontal Curve Design in the US PY - 2005 SP - 20p AB - This paper examines the historical development of low-speed urban horizontal curve design and the assumptions incorporated. It reviews related issues and recent research applicable to low-speed horizontal curve design in urban environments. It raises questions concerning what percentile speed and what friction factors are most appropriate for this setting. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Friction KW - Highway design KW - Horizontal curvature KW - Low speed roads KW - Speed KW - Streets KW - United States KW - Urban highways UR - https://trid.trb.org/view/760742 ER - TY - CONF AN - 01004395 AU - Eisele, William L AU - Frawley, William E AU - Transportation Research Board TI - Safety and Operational Analyses of Access Management Treatments: Results of Managing Driveway Density and Installing Raised Medians PY - 2005 SP - 21p AB - This paper describes research sponsored by the Texas Department of Transportation (TxDOT) to investigate the operational and safety impacts of access management techniques--primarily raised medians and driveway consolidation. Operational impacts (travel time, speed, and delay) were investigated through microsimulation on three field test corridors and three theoretical corridors. Safety impacts were investigated along 11 test corridors to estimate relationships between crash rates and access point (driveways and public street intersections) densities, as well as the presence of raised medians or two-way left-turn lanes (TWLTLs). The proposed future conditions (approximately a 20% increase in traffic) with a raised median resulted in a percent increase in travel time from 2 to 57% on two test corridors, and a decrease of 11 to 38% on one test corridor compared to the TWLTL. The travel time increases equated to as much as a 6 mph decrease in speed on one corridor and an increase of 7 mph on another corridor. A similar percent increase with the raised median compared to the TWLTL was found on theoretical corridors--equating to an average speed decrease of 3 mph. The travel time differences are based upon the traffic level and location/number of the raised median openings. This relatively small increase in travel time may be outweighed by the reduction in the number of conflict points and increased safety. Detailed crash analysis on 11 test corridors indicated that as access point density increases, there is an increase in crash rates. This trend is irrespective of the median type though the research team found that the relationship is steeper (increases slightly more) on roadways without raised medians. For test corridors where crash data were investigated before and after the raised median installation, a reduction in the crash rate was always found. Finally, future research needs are identified including the need to investigate operational and safety impacts over a broader range of geometric conditions and longer corridors than investigated here. The information provided in this paper is anticipated to be useful for transportation professionals seeking additional information on the potential impacts of these access management treatments. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Access control (Transportation) KW - Before and after studies KW - Crash rates KW - Driveway density KW - Driveways KW - Future research KW - Microsimulation KW - Operational analysis KW - Raised medians KW - Safety assessment KW - Speed KW - Traffic delays KW - Travel time KW - Two way left turn lanes UR - https://trid.trb.org/view/760658 ER - TY - CONF AN - 01004394 AU - Szagala, Piotr AU - Transportation Research Board TI - Analysis of 2+1 Roadway Design Alternatives PY - 2005 SP - 15p AB - One of the main problems encountered when analyzing 2+1 design is to determine the optimum length and frequency of additional lanes. NCHRP recommends that passing lane lengths on 2+1 roadways should be consistent with optimal lengths for isolated passing lanes on two-lane highways. However, it is not reported that any special analysis was carried out in this aspect. Then, it was decided to analyze different layouts of 2+1 design using Twopas simulation model. The model was previously calibrated for traffic conditions on Polish roads. The analysis was done for an 8.4 km long section with fixed-length additional lanes located continuously in alternating directions. The analyzed alternative module lengths were: 600, 950, 1300 and 2000 m. Two measures of effectiveness were analyzed: percent time spent following (PTSF) and total vehicle-hours. Two-lane two-way section with passing allowed throughout the whole length was assumed as the base-case. The parameters of the analysis were: traffic volume and percent of trucks. As a result of the analysis the relationships between traffic volume and PTSF and time savings were derived. The relationships show that for any module length from 950 to 2000 m there is no significant difference in the measures of effectiveness for the whole range of traffic volumes analyzed (from 250 to 1500 veh/h/dir), whereas for the 600 m module the calculated values are slightly worse. Thus, in practice any module length from the range of 1000-2000 m can be used, regardless of traffic volume. These results are different from the ones presented by NCHRP. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Highway design KW - Length KW - Measures of effectiveness KW - Passing lanes KW - Percent time spent following KW - Poland KW - Simulation KW - Three lane highways KW - Time savings KW - Traffic volume KW - Truck traffic KW - Vehicle hours traveled UR - https://trid.trb.org/view/760467 ER - TY - CONF AN - 01004393 AU - Thenoux, Guillermo AU - Villasante, Rodrigo AU - Transportation Research Board TI - Performance Evaluation of Chilean Roundabouts Based on FHWA "Roundabout: An Information Guide 2000" PY - 2005 SP - 14p AB - This work presents an experimental application of the new Federal Highway Administration (FHWA) guide for roundabout design. The main objective of the study was to identify and evaluate a number of design problems associated with Chilean roundabouts based on the new FHWA guide. This was done by performing a complete diagnosis on existing Chilean urban roundabouts producing a list of the main operational and safety problems encountered. In addition, three existing roundabouts were modeled using aaSidra-2 computer program to evaluate its performance. Later the same roundabouts were redesigned using the new guide and again modeled with aaSidra-2. Based on this work it was possible to estimate the performance improvement of existing Chilean roundabouts if these were redesigned using the FHWA guide. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Chile KW - Computer programs KW - Design KW - Guidelines KW - Improvements KW - Performance KW - Redesign KW - Roundabouts KW - Traffic safety KW - Urban areas UR - https://trid.trb.org/view/760488 ER - TY - CONF AN - 01004392 AU - Stembord, Henri AU - Kwint, Huib AU - Transportation Research Board TI - Country Report--The Netherlands PY - 2005 SP - 19p AB - In recent years, the trend of structural capacity shortages has continued and intensified in large parts of the Dutch network. In order to reduce the congested traffic and economic damages resulting from these shortages, not only have a number of activities been performed that can best collectively be referred to as demand management, but two paths have been embarked upon with reference to the infrastructure. In a structural sense, and thus with focus on a somewhat longer term, the problems are being increasingly addressed on the network level; architecture for traffic management and area-oriented utilization are activities that are characteristic of this path. It then becomes evident not only that highway design is a technical science, but also that factors such as communication and consensus between the various road managers are elements that are vital to optimum highway design. On a shorter term, improved utilization of the existing infrastructure is the motto. This pertains to reconsideration of the use of the cross section, one of the results of which is new guidelines for motorway design. The most striking measure in this respect is opening the emergency lane for moving traffic during peak hours. The non-motorway (highways other than freeways) road network in the Netherlands serves an important function on the regional and local levels. The mixture of functions ( e.g., avoidance traffic, regional traffic and local traffic) still continues to be an area of concern. Within the framework of the Duurzaam Veilig (Sustainable Safety) program, the essential characteristics of these roads have been compiled, on the basis of which categories have been defined that serve in turn as the basis for guidelines. In the area of layout and outfitting, continued development of dynamic markings is the most striking development. After a number of demonstration projects and short-term pilots, two situations with dynamic markings have now been created and are being evaluated. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Cross sections KW - Dynamic road markings KW - Geometric design KW - Guidelines KW - Highway capacity KW - Highway design KW - Netherlands KW - Safety programs KW - Traffic congestion KW - Traffic control UR - https://trid.trb.org/view/760769 ER - TY - CONF AN - 01004391 AU - Wegman, Fred AU - Dijkstra, Atze AU - Schermers, Govert AU - van Vliet, Pieter AU - Transportation Research Board TI - Sustainable Safety in the Netherlands: the Vision, the Implementation, and the Safety Effects PY - 2005 SP - 23p AB - Human errors play a vital role in road crashes. This paper deals with the prevention of human errors by proper road planning, road design and improving existing roads within the framework of the Dutch 'Sustainable Safety' vision. This vision focuses on three design principles for road networks and for roads and streets: functionality, homogeneity, and predictability. A minimum safety level should be defined and agreed upon by all road authorities, national, regional, and local. Implementing this vision has the ambition to result in a considerable reduction of the number of crashes and casualties, and keep the Netherlands as one of the countries in the world with the best road safety records. This vision was launched at the beginning of the 1990s and accepted as a formal part of Dutch policies in the mid-1990s. This resulted in a so-called Start-up Program on Sustainable Safety, not only addressing the planning and design of road infrastructure, but also strongly emphasizing this. The contents of the Start-up Program are described as the process leading to implementation. An overview is given of the implementation of different (road infrastructure) components of the Start-up Program and the measured effects on road crashes. Attention is paid to functional road classification, expansion of 30 km/h zones and 60 km/h zones, safety of mopeds and cyclists, and large-scale introduction of roundabouts, etc. Evaluation studies suggest a positive effect on the number of crashes and casualties in the Netherlands, leading to about 6% reduction in the number of fatalities and in-patients. The lessons learned are used in defining the next phase. The Start-up Program has been used to draft new guidelines and recommendations for road planning and road design. An introduction of this is given, including some ideas on new road designs. Finally, some thoughts are given on the next phase: how to proceed under circumstances where less public funds will become available. Integration with other policy sectors is suggested. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Cyclists KW - Guidelines KW - Highway design KW - Highway planning KW - Highway safety KW - Human factors KW - Implementation KW - Mopeds KW - Netherlands KW - Policy KW - Recommendations KW - Roundabouts KW - Safety programs KW - Speed limits KW - Traffic safety UR - https://trid.trb.org/view/760717 ER - TY - CONF AN - 01004390 AU - Weber, Roland AU - Transportation Research Board TI - Traffic Safety and Traffic Flow on b2+1-Routes Carrying Mixed Traffic PY - 2005 SP - 13p AB - In order to improve traffic safety and the quality of service on single carriageway rural roads, cross sections with three lanes (b2+1-routes) are becoming more popular. In accordance with the current German guidelines these roads have to be operated for motor vehicle traffic only. The increasing number of three-lane rural roads raises the question whether these roads can generally be released to mixed traffic and whether any boundary conditions need to be taken into account in this case. If slow traffic does not turn out to have any long-term negative influence on safety or flow on such routes, the range of application of this cross section could be extended considerably thus saving construction costs and land use for separate route networks in individual cases. The investigation of traffic flow and traffic safety was carried out on seven roads with a total length of 58.8 km. The average daily traffic (ADT) of these roads varies from 10,000 up to 16,500 vehicles per day. The traffic flow has been analyzed by following free flowing cars. Additionally, the number of vehicles and their speed were recorded at one cross section of each road. One result is that on the investigated roads there is only little impact of slow vehicles on traffic flow. The number of cars driving slower than 60 km/h is less than 1%. All accident reports of a three year period of time have been analyzed, in total 401 accidents. The number of accidents per road varies widely. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Average daily traffic KW - Cross sections KW - Germany KW - Highway design KW - Rural highways KW - Slow moving vehicles KW - Three lane highways KW - Traffic crashes KW - Traffic flow KW - Traffic safety KW - Traffic speed KW - Vehicle mix UR - https://trid.trb.org/view/760471 ER - TY - CONF AN - 01004389 AU - Hassan, Yasser AU - Misaghi, Peyman AU - Awatta, Muna AU - Transportation Research Board TI - Speed-Based Measures for Evaluation of Design Consistency on Canadian Roads PY - 2005 SP - 16p AB - Lack of geometric design consistency has been considered a major contributing factor to collision occurrence, and can therefore be used to indicate areas with higher potential collision risk. Providing designers with a tool to evaluate the design consistency of new highways during the design stage would help eliminate these areas before the construction of the highway, and thus provide a proactive approach to safety improvement. The most common criteria for design consistency evaluation have been based on the operating speed selected by drivers according to their own perception of the road. This paper presents the results of a comprehensive study conducted to develop operating speed and differential speed prediction models for two-lane highways and relate the evaluation measures to actual collision experience. Data on actual road alignments, traffic volumes, and collisions were collected for segments on seven different two-lane highways belonging to different highway classes. Speed data were collected on a sample of horizontal curves representative of all curves on these highways. The speed data were first used to model drivers' choice of operating speed and speed differential as they negotiate the horizontal curves. Regression analysis based on the negative binomial distribution was then carried out to relate the collision frequency to the design-speed margin consistency and operating speed consistency. It was found that operating speed consistency provided superior models, and is recommended as a consistency evaluation criterion. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Canada KW - Data collection KW - Design consistency KW - Differential speed KW - Geometric design KW - Highway alignment KW - Highway design KW - Highway safety KW - Horizontal curvature KW - Mathematical prediction KW - Negative binomial distributions KW - Operating speed KW - Regression analysis KW - Speed data KW - Traffic crashes KW - Traffic volume KW - Two lane highways UR - https://trid.trb.org/view/760747 ER - TY - CONF AN - 01004388 AU - Castro, Maria AU - Pardillo-Mayora, Jose M AU - Sanchez, Jose F AU - Transportation Research Board TI - Alignment Indices as a Tool to Evaluate Safety and Design Consistency in Two Lane Rural Roads PY - 2005 SP - 18p AB - With the objective of assessing the relationship between alignment indices and accident records, and the applicability of these indices to roadway design consistency evaluation for two-lane rural highways, a research project has been conducted at Madrid Polytechnic University. Data from eight Spanish highways with diverse terrain conditions divided into sections of homogeneous characteristics, excluding intersections, were analyzed. Ten alignment indices were considered, and their relation with crash rates over a 5 year period was analyzed. Based on the results of the analysis, the most suitable indices to evaluate roadway design consistency were identified. Additionally, threshold values of the selected indices for consistency rating of roadway segments were established. This consistency rating method was applied to a sample set of Spanish highway segments. The results show good agreement with those obtained with the Interactive Highway Safety Design Model (IHSDM) Design Consistency Module. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Crash rates KW - Crash records KW - Design consistency KW - Highway alignment KW - Highway design KW - Highway safety KW - Interactive Highway Safety Design Model KW - Rural highways KW - Spain KW - Two lane highways UR - https://trid.trb.org/view/760652 ER - TY - CONF AN - 01004387 AU - Easa, Said M AU - Ali, Muhammad Z A AU - Transportation Research Board TI - Three-Dimensional Stop-Control Intersection Sight Distance: General Model PY - 2005 SP - 23p AB - Intersection sight distance (ISD) is an important design element. A stopped vehicle on the minor road needs sufficient sight distance to depart (cross, turn left, or turn right) safely, even though an approaching vehicle on the major road comes into view. Current AASHTO policy assumes that both minor and major roads are straight and intersect at right angles. Previous research has addressed ISD for stop-control intersections on three-dimensional (3D) alignments for obstructions inside the horizontal curve, and intersection and major road vehicle (object) on the curve. This paper extends previous research work by: (a) allowing the object to be anywhere on the horizontal curve or tangent, (b) allowing the horizontal and vertical curves to partially overlap, and (c) considering the case where the obstruction lies outside of the horizontal curve. The obstruction location was formulated using a simple variable that takes the values of 1 or -1 for an obstruction inside or outside the horizontal curve, respectively. Design aids for the required minimum lateral clearances (from the minor and major roads) are presented for different radii of horizontal curve and major road design speeds. Application of the model is illustrated using a numerical example. The presented model and guidelines, which are general and easy to use, should be of interest to highway designers. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Design speed KW - Highway alignment KW - Highway design KW - Horizontal curvature KW - Intersections KW - Lateral clearances KW - Sight distance KW - Stop controlled intersections KW - Three dimensional KW - Vertical curvature UR - https://trid.trb.org/view/760502 ER - TY - CONF AN - 01004386 AU - Choueiri, Elias M AU - Atallah, Omar AU - Hawila, Elie AU - Transportation Research Board TI - Traffic Safety of Non-Urban Roads in Lebanon PY - 2005 SP - 21p AB - In general, roads should feature good facilities to enable safe travel and transport between countries, different parts of a country, or within smaller areas. This means that roads should offer good accessibility and transport quality, as well as allow journey times at low transport costs. In addition, roads should offer these characteristics under safe and environmentally-friendly conditions. Furthermore, roads should be of good quality in all parts of a country. All objectives, including safety, should be taken into account in all activities regarding the road network. The development and management (planning, design, construction, maintenance, and operation) of a road network should, therefore, aim at achieving an optimum balance, within prevailing budget constraints. During the past decades, it has become clear in many countries that simply building more and more roads may not always be the best answer to traffic growth and other problems. For instance, the emphasis in several Western European countries is now getting directed towards making the best use of existing road networks and giving priority to sites where the worst accident, congestion and/or environmental problems exist. In several countries, it is recognized that: good road and traffic engineering can reduce the risk and severity of accidents; the focus should be directed more towards targeted safety improvement programs, as well as demand and traffic management; and with respect to local roads and streets, the focus should be directed towards coordinated planning, traffic calming measures, as well as road safety improvements to protect vulnerable road users, such as pedestrians and cyclists. In Lebanon, the overall road safety situation is poor. The actual number of casualties is high in relation to the number of inhabitants and motor vehicle ownership, as compared to countries with good road safety records. The aim of this paper is to identify and analyze road safety problems in Lebanon, as based on available accident statistics. In this respect, however, it should be noted that the present accident statistics do not allow a detailed analysis to be made with respect to the circumstances surrounding accidents, due to underreporting and a lack of detailed information on road accidents. Further, another aim of this paper is to identify and analyze the safety deficiencies of non-urban roads in Lebanon, and develop proposals and guidelines on how to improve safety on these roads. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Crash data KW - Highway design KW - Lebanon KW - Rural highways KW - Traffic calming KW - Traffic engineering KW - Traffic safety KW - Underreporting UR - https://trid.trb.org/view/760501 ER - TY - CONF AN - 01004385 AU - Bird, R N AU - Hashim, I H AU - Transportation Research Board TI - Operating Speed and Geometry Relationships for Rural Single Carriageways in the UK PY - 2005 SP - 22p AB - The aim of this study was to find an up to date operating speed model for rural single carriageways (two-lane highways) in the United Kingdom, as part of wider research into the consistency of highway alignment. A series of speed surveys were carried out in the northeast of England. A novel method of estimating horizontal curvature details from digital mapping was developed for this study. Other geometric features of the survey sites were measured on site using appropriate electronic and manual methods. Analysis of the spot speed distributions confirmed the findings of previous research, following a normal distribution in the majority of cases. Significant differences were found between the mean and operating speeds in the two directions of flow. Further analysis looked at the differences between speeds on the inside and outside of curves. Single and multiple regression analyses were used to examine the speed data and the various geometric parameters of tangents and curves to find suitable operating speed models. The best predictive models for curves were found to rely mainly on the radius of the curve. On tangents the speed was mainly dependent on the length of the tangent. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Digital mapping KW - England KW - Geometric design KW - Highway alignment KW - Highway curves KW - Horizontal curvature KW - Mathematical models KW - Mean speed KW - Multiple regression analysis KW - Operating speed KW - Regression analysis KW - Rural highways KW - Speed distribution KW - Speed surveys KW - Surveys KW - Tangents KW - Two lane highways KW - United Kingdom UR - https://trid.trb.org/view/760745 ER - TY - CONF AN - 01004384 AU - Prosser, William A AU - Transportation Research Board TI - Country Report--United States: Development of Geometric Design Standards PY - 2005 SP - 10p AB - This paper discusses the processes used to develop and adopt geometric design standards and criteria for highways and auxiliary facilities in the United States. Each State Department of Transportation (DOT) working through the American Association of State Highway and Transportation Officials (AASHTO) and the Federal Highway Administration (FHWA) have adopted minimum standards for the design of highway projects. The development of design criteria is a cooperative process between the various agencies and is based on research and practical experience to develop the criteria for each of the elements necessary for a complete design. Research topics are suggested by a variety of sources in response to a call by the AASHTO Standing Committee on Research (SCOR). The Transportation Research Board (TRB) of the National Academy of Sciences contracts for the performance of the research for the topics accepted by SCOR. Technical Committees review the product of the research and recommend disposition of the work. A summary list of recently completed research and updated criteria is included. While AASHTO is not a standard setting organization, it publishes the approved material for each of the geometric design elements in a series of documents. The published material is used as a standard or provides the basis for the standards developed by many transportation agencies. The documents published by AASHTO do not become a standard until they are adopted by an agency through a rulemaking process. The FHWA has an established process to adopt minimum standards for the National Highway System (NHS), including the Interstate System. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - American Association of State Highway and Transportation Officials KW - Design standards KW - Geometric design KW - Highway design KW - Highway facilities KW - Interstate highways KW - National Highway System KW - Research KW - Rulemaking KW - State departments of transportation KW - Transportation Research Board KW - U.S. Federal Highway Administration KW - United States UR - https://trid.trb.org/view/760401 ER - TY - CONF AN - 01004383 AU - Xiaoming, Zhong AU - Shuling, Wang AU - Xiaoming, Liu AU - Xiaoduan, Sun AU - Ronggui, Zhou AU - Transportation Research Board TI - Research on Choice of Design Parameters for Vertical Alignment Based on Vehicles' Operating Performance on Highway Downgrade Segments PY - 2005 SP - 18p AB - Steep and consecutive downgrade segments of the highways in mountainous areas are considered hazardous to vehicles, especially to heavy trucks. Drivers frequently applying brakes on those segments often induce overheated brakes and weaken brake efficiency, which can consequently lead to an out-of-control vehicle. Crash rates on those downgrade segments are generally higher than those on the other segments. Most downgrade segments are identified as hazardous locations with high crash frequency. In China, over half of the crashes on those segments are caused by brake failure. Due to many other restrictions, sometimes it is impossible to avoid long downgrade segments in mountainous terrain. Therefore, development of the critical design standard that controls the maximum vertical grade and corresponding length is crucial. But how to determine parameter values for the consecutive downgrade segments perplexes geometric design engineers all the time. The objective of this study was to provide research results to support the revising of the design standards in the Chinese Technical Standard of Highway Engineering (TSHE). The paper analyzes truck driver behavior on the downgrade segments and investigates the relationship between braking distance and vertical grade, and between temperature of brakes and vertical length. Based on the investigation, the paper proposes the maximum vertical grades for various design scenarios, which can be used along with other parameter values (such as horizontal and cross-sectional design features, construction costs, and/or design consistency) to determine the maximum vertical grades for the new TSHE to maximize the highway safety. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Behavior KW - Braking KW - China KW - Design standards KW - Downgrades (Roads) KW - Geometric design KW - Heavy duty trucks KW - Heavy vehicles KW - Highway safety KW - Loss of control KW - Mountain roads KW - Truck crashes UR - https://trid.trb.org/view/760687 ER - TY - CONF AN - 01004382 AU - Brilon, Werner AU - Lippold, Christian AU - Transportation Research Board TI - Country Report--Germany: A New Concept for Highway Design Guidelines in Germany PY - 2005 SP - 24p AB - Germany is currently in a process of restructuring its whole system of highway design guidelines. This process is described with special attention to freeways. The kinematic derivation of design parameters is loosing importance. As a new principle the design class is introduced. This means that streets and roads should become self-explaining to suggest to the road user his correct and desired behavior. This principle is applied for urban streets, rural highways, and freeways. Besides these rather basic ideas, the paper also gives an overview about the whole set of design standards and guidelines in Germany. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Design standards KW - Freeways KW - Germany KW - Guidelines KW - Highway design KW - Rural highways KW - Streets UR - https://trid.trb.org/view/760582 ER - TY - CONF AN - 01004381 AU - Heger, Ralf AU - Zehn, Annette AU - Transportation Research Board TI - Road Design and Human Factors Associated to Motorcycle Accidents--A Contribution to Safer Roads PY - 2005 SP - 19p AB - Recent accident data indicate that death and injuries attributable to motorcycle crashes are becoming an increasing problem in public health. In the United States motorcycle crashes have been increasing since 1997, while injuries have been increasing since 1998. European countries like Germany, France and the United Kingdom show similar trends. The effects of a crash involving a motorcycle can often be devastating. While 20% of passenger vehicle crashes result in injury or death, 80% of motorcycle crashes result in injury or death. Also, the motorcycle community is now experiencing increasing growth. Besides this, it is important to note that most fatalities in single motorcycle crashes relate to problems negotiating a curve prior to a crash. The objectives of this study were to characterize and evaluate motorcycle rider habits in route choice and risk taking relevant for highway safety design purposes. Furthermore, road features contributing to increased motorcycle accidents were described and evaluated. A survey of motorcycle riders revealed that experiencing risk, as it is assumed in some "Sensation Seeking" theories, was, by the majority, not their intent when using a motorcycle. A detailed accident analysis covering the state Brandenburg, Germany, outlined that motorcycle accidents are concentrated on road sections with specific design features which are described in detail within the body of the paper. A two-lane rural highway (State Route L 291 Eberswalde - Liepe), a typical motorcycle route nearby Berlin, was the subject of a detailed quantitative Safety Analysis including the geometric, dynamic and psychological aspects of driving. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Brandenburg (Germany) KW - Case studies KW - Crash analysis KW - Dynamics KW - Fatalities KW - Geometric design KW - Highway curves KW - Highway design KW - Human factors in crashes KW - Injuries KW - Motorcycle crashes KW - Motorcycle driving KW - Motorcyclists KW - Psychological aspects KW - Risk taking KW - Route choice KW - Rural highways KW - Surveys KW - Trend (Statistics) KW - Two lane highways UR - https://trid.trb.org/view/760634 ER - TY - CONF AN - 01004380 AU - Rosales, Jennifer A AU - Knapp, Keith K AU - Transportation Research Board TI - Livability Impacts of Geometric Design Cross-Section Changes from Road Diets PY - 2005 SP - 15p AB - A "road diet" entails converting a four-lane undivided roadway to a two-lane roadway plus a two-way left turn lane by removing a travel lane in each direction. The remaining roadway width can be converted to bike lanes, on-street parking or sidewalks. In cities throughout the world, roadways have been put on "road diets," and these improvements have generated benefits to all modes of transportation including transit, bicyclists, pedestrians and motorists. These benefits include reduced vehicle speeds, improved mobility and access, reduced collisions and injuries, and improved livability and quality of life. This paper explores the livability impacts of the geometric changes produced by road diet projects. These livability impacts have not been previously evaluated in any research effort or manner. The impacts of the road diet cross section evaluated include improved quality of life, street character, and comfort and safety for pedestrians, bicycles, and transit. The content, application, and results of a public opinion livability survey are presented. The survey was administered along four-lane undivided and three-lane streets with comparable width, character, and traffic flow. The livability survey solicited information from people living and working adjacent to the streets with factors directly related to its livability. Five sites were chosen for the survey and data collection in Washington, Iowa, and Georgia, and in Canada and New Zealand. The focus of the paper is on the impacts of geometric changes in roadway cross section on livability and context sensitivity. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Accessibility KW - Benefits KW - Bicycles KW - Canada KW - Comfort KW - Context sensitive design KW - Cross sections KW - Four lane highways KW - Geometric design KW - Georgia KW - Highway design KW - Highway safety KW - Impact studies KW - Iowa KW - Livable streets KW - Mobility KW - New Zealand KW - Pedestrians KW - Public opinion KW - Public transit KW - Quality of life KW - Road diets KW - Speed control KW - Three lane highways KW - Traffic safety KW - Washington (State) UR - https://trid.trb.org/view/760433 ER - TY - CONF AN - 01004379 AU - Edara, Praveen K AU - Bared, Joe G AU - Jagannathan, Ramanujan AU - Transportation Research Board TI - Diverging Diamond Interchange and Double Crossover Intersection--Vehicle and Pedestrian Performance PY - 2005 SP - 23p AB - Transportation planners and traffic engineers are facing the challenge of inventing ways to mitigate congestion during peak hours. Alleviating delays and improving safety for passengers and pedestrians is the primary motive. One way of achieving this objective is to search for alternative intersection and interchange designs. This paper presents the results of a study on two new alternate designs--Double Crossover Intersection and Diverging Diamond Interchange. These designs were studied for different traffic scenarios using traffic simulation and the results showed better performance during peak hours when compared to similar corresponding conventional designs. Better performance includes lesser delays, smaller queues, and higher throughput, resulting in better level of service. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Diverging diamond interchanges KW - Double crossover intersections KW - Highway design KW - Interchanges KW - Intersections KW - Level of service KW - Peak hour traffic KW - Performance KW - Traffic congestion KW - Traffic delays KW - Traffic mitigation KW - Traffic safety KW - Traffic simulation UR - https://trid.trb.org/view/760772 ER - TY - CONF AN - 01004378 AU - Wolshon, Brian AU - Lambert, Laurence AU - Transportation Research Board TI - Comparative Review of Reversible Roadway Termini Design PY - 2005 SP - 29p AB - Reversible traffic operations have become an increasingly popular strategy for mitigating the problem of traffic congestion associated with the directionally unbalanced traffic flows that are evident during peak commute periods, planned and special events, construction work periods, and emergency evacuations. Despite the widespread and long-term use of this form of operation, there are relatively few formalized guidelines to direct its planning, design, and operation. To overcome this lack of information, the Transportation Research Board (TRB), through the National Cooperative Highway Research Program (NCHRP) Synthesis Program recently sponsored an effort to identify and evaluate reversible lane designs and practices. Among the findings of this work were the extent to which reversible lane systems and practices vary between locations and the purposes for which it is used. This paper presents a review and comparison of practice in the areas widely regarded to be the most critical locations of reversible roadway segments: the initiation and termination points. This review summarizes the design of these termini points as well as the operational practices that have been employed by road agencies to safely and efficiently transition traffic from one direction to the other. It also highlights particular applications that have incorporated successful and/or innovative practices. The discussions bring to light the important considerations that should be taken into account when planning a reversible lane transition, some of the relative costs and benefits of various design options, and how they may affect the long-term efficiency and safety of reversible facilities. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Benefits KW - Costs KW - Design KW - Evacuation KW - Initiation and termination points KW - Innovation KW - Peak periods KW - Reversible traffic lanes KW - Special events KW - State of the practice KW - Traffic congestion KW - Traffic mitigation KW - Traffic safety KW - Transition zones KW - Work zones UR - https://trid.trb.org/view/760656 ER - TY - CONF AN - 01004377 AU - Garcia, Alfredo AU - Gonzalez, Jose R AU - Transportation Research Board TI - Lateral Vision Angles and Skewed Intersections Design PY - 2005 SP - 23p AB - The results of two field studies carried out to measure vision angles from both rear-view mirrors and to obtain dimensions of the most popular sold cars are presented. Finally, the influence of the available lateral visibility of vehicles in the geometric design of merging points and skewed intersections is evaluated, and the maximum safety angles for merging and skewed intersections are proposed. A minimum direct field of vision of 220 degrees is assumed. From this hypothesis, and from a design vehicle based on measurements taken during the field study, a skewed intersection that offers an adequate intersection sight distance was analyzed. The experimental part of the study consisted of designing a device able to measure vision angles from rear-view mirrors, and using it on a sample of 174 cars. From this data, weighted according to the sales and the proportion of sales per year on the total number of vehicles in Spain, the design angles of lateral visibility were determined. As design vision angles from the rear-view mirrors, 10th percentiles were employed, and a correct seating position was used. At the same time, the best selling car dealers were visited to measure any related dimensions. A design vehicle was adopted weighting adequate dimensions. From these design angles and the dimensions of the mentioned design vehicle, a model was proposed for merging, in such a way that no vehicle could be placed in the driver's blind spot. Thus, the maximum angle between merging lane and the main road was obtained, for safe maneuverings. In a right skewed intersection, with a vehicle about to cross the intersection, in accordance with the dimensions of the design vehicle, the driver's direct field of vision and the intersection angle, the cases in which there is sufficient intersection sight distance are evaluated. In left skewed intersections, the recommendations given by previous research must prevail, since it is more restrictive for vehicles with lateral opaque bodyworks. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Design vehicles KW - Field of vision KW - Field studies KW - Geometric design KW - Intersections KW - Lateral vision angles KW - Merging traffic KW - Rearview mirrors KW - Sight distance KW - Skewed intersections UR - https://trid.trb.org/view/760504 ER - TY - CONF AN - 01004376 AU - Bella, Francesco AU - Transportation Research Board TI - Verification of the Coordination of Horizontal Alignment and Profile at the Driving Simulator PY - 2005 SP - 19p AB - The highway geometric design guidelines do not deal with the horizontal and vertical alignment's joint design. The guidelines adopt a simplified approach based on the independent design of both the horizontal and vertical alignment followed by the check of the coordination of horizontal alignment and profile so as to avoid geometric combinations which can cause undesirable optical effects and reduced safety. Suggestions regarding the horizontal and vertical alignment's coordination come from studies based on the drawing of the road's perspective and by methods of presentation of the combined alignment through computer animation. These methods are limited with regards to the simulation of the perspective view of the highway from the driver's viewpoint, during the dynamic task of the driving. An experimental survey was carried out with an interactive driving simulator, considering the high potentials of the driving simulation systems for the analysis of the effects of the combined alignment on the driver's behavior. The objective was to verify whether Italian guidelines on the coordination of horizontal curves combined with sag vertical curves and with crest vertical curves are sufficient to avoid a wrong perception of the horizontal curvatures and to not affect the drivers' choice of operating speed on horizontal curves. The statistical analysis outcomes show that on the section at constant radius of the combined curves the V85 is less than or equal to that on the horizontal non-combined curves with the same radius. Results indicate that the suggestions by guidelines on the coordination of horizontal curves overlapping with crest and sag appear to be acceptable. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Computer animation KW - Coordination KW - Drawings KW - Driving simulators KW - Geometric design KW - Guidelines KW - Highway design KW - Horizontal alignment KW - Horizontal curvature KW - Italy KW - Perception KW - Vertical alignment KW - Vertical curvature UR - https://trid.trb.org/view/760430 ER - TY - CONF AN - 01004375 AU - Cunningham, John AU - Transportation Research Board TI - Country Report--Australia: Recent Developments in Geometric Design in Australia PY - 2005 SP - 10p AB - This country report discusses some of the developments in the practice and process of geometric road design in Australia over the last 4 years. The paper draws primarily on the activities of the Austroads Road Design Reference Group (RDRG), a peak industry body formed under the auspices of Austroads, the national association of state road authorities in Australia and New Zealand. Since its formation in August, 2000 the RDRG has overseen a number of significant updates to Austroads design guides, and has sponsored research projects investigating some of the fundamental design criteria. The following projects, and some of the significant issues that arose during them, are discussed in this paper: (1) Review of the Austroads Geometric Design Guides for Urban and Rural Roads - including consideration of appropriate values for driver eye height, reaction times, and stopping distances, and refinement of the operating speed model; (2) Designing for Trucks - a research project which sought to answer the question: When is it appropriate to design for trucks?; (3) Shoulder Widths on Dual Carriageway Rural Roads - investigating the relationship between sealed shoulder width and crashes; and (4) Environmental Considerations in Planning and Design - a comprehensive review of literature and guidelines covering environmental issues to be considered in Australia, including water sensitive road design. U1 - 3rd International Symposium on Highway Geometric DesignTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAmerican Society of Civil EngineersAssociation Mondiale de la RouteInternational Road FederationInstitute of Transportation Engineers (ITE)National Association of County EngineersTransportation Association of CanadaChicago Department of TransportationIllinois Department of TransportationIllinois State Toll Highway AuthorityChicago,Illinois,United States StartDate:20050629 EndDate:20050701 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, American Society of Civil Engineers, Association Mondiale de la Route, International Road Federation, Institute of Transportation Engineers (ITE), National Association of County Engineers, Transportation Association of Canada, Chicago Department of Transportation, Illinois Department of Transportation, Illinois State Toll Highway Authority KW - Australia KW - Environmental impacts KW - Geometric design KW - Guidelines KW - Highway design KW - Research projects KW - Rural highways KW - Shoulder width KW - Traffic crashes KW - Trucks KW - Two lane highways KW - Urban highways UR - https://trid.trb.org/view/760750 ER - TY - RPRT AN - 01003787 AU - Radwan, Essam AU - Ramasamy, Shankar AU - University of Central Florida, Orlando AU - Florida Department of Transportation AU - Federal Highway Administration TI - I-4 Corridor Traffic Simulation and Visualization: Phase 2 Final Report PY - 2005///Final Report SP - 43p AB - The primary objective of this research project was to develop a procedure for integrating a simulation package (WATSIM) with high fidelity visualization of traffic flow along the I-4 corridor in Orlando, Florida. The objective of Phase 1 of this project was to code the I-4 corridor from Kaley Avenue to Lee Road using UNITES and a 3D gaming engine tool. In Phase 2, this research project attempts to evaluate the utility of the developed tool for decision-making and public hearings. Other benefits include the study of congestion/choke points and determining the effectiveness of incorporating new technologies for highway improvements such as high speed rails and other Intelligent Transportation System deployments. KW - Bottlenecks KW - Decision making KW - High speed rail KW - Intelligent transportation systems KW - Orlando (Florida) KW - Public hearings KW - Traffic congestion KW - Traffic flow KW - Traffic simulation KW - UNITES (Computer program) KW - Visualization KW - WATSIM (Computer program) UR - http://www.fdot.gov/research/Completed_Proj/Summary_TE/FDOT_BD548_07_rpt.pdf UR - https://trid.trb.org/view/760085 ER - TY - CONF AN - 01002769 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - May, Anthony D AU - Sumalee, A TI - One Step Forward, Two Steps Back? An Overview of Road Pricing Applications and Research Outside the United States SN - 0309093759 PY - 2005 IS - 34 SP - pp 73-91 AB - This resource paper summarizes developments in road pricing outside of the United States. These developments in road pricing form three broad groups. The first and most extensive is the work on road pricing in urban centers, which is designed largely to reduce congestion and protect the environment. The second is the development of toll highways designed principally to raise revenue to finance the road. The third is the more recent development of proposals for distance-based interurban charging, initially for commercial vehicles but potentially for all traffic on congested roads. This resource paper reviews progress in all of these, starting with Europe and then considering Asia and finally, briefly, the rest of the world. The scope is limited to schemes that reflect at least in part the original principles of road pricing; no attempt is made to review the wider field of toll highway developments. This international review concludes with a summary of the state of play. The picture presented is one of many proposals but few successes, although the potential for real progress appears greater now than it has throughout the history of the subject. It is clear that there is a recurring set of reasons for failure to make progress: in particular concerns about public acceptability but also issues concerning equity, economic impacts, technology, and scheme design. U1 - International Symposium on Road PricingFlorida Department of TransportationFederal Highway AdministrationOrganisation for Economic Co-operation and Development (OECD)Key Biscayne,FL,United States StartDate:20031119 EndDate:20031122 Sponsors:Florida Department of Transportation, Federal Highway Administration, Organisation for Economic Co-operation and Development (OECD) KW - Acceptance KW - Asia KW - Congestion pricing KW - Economic impacts KW - Environmental protection KW - Equity (Justice) KW - Europe KW - Intercity transportation KW - Policy KW - Road pricing KW - Strategic planning KW - Technology KW - Toll roads KW - Urban areas UR - http://onlinepubs.trb.org/onlinepubs/conf/cp34roadpricing.pdf UR - https://trid.trb.org/view/758791 ER - TY - CONF AN - 01002768 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Wachs, Martin TI - Then and Now: The Evolution of Congestion Pricing in Transportation and Where We Stand Today SN - 0309093759 PY - 2005 IS - 34 SP - pp 63-72 AB - The author believes that road pricing is not quite yet within the mainstream of transportation policy options, but that more progress has been made in that direction in the last decade than had been made in the preceding 70 years. He sees road pricing as being at a critical juncture in North America today. It remains fragile, yet it is poised to be adopted on a much broader scale than would have seemed feasible only a decade ago. While there is still a great deal of skepticism and some overt opposition on the part of policy makers and elected officials, the concept has survived and has been tested in a number of applications despite widespread doubts. In this resource paper, the author examines the following: the evolution of arguments for congestion pricing in the United States; the "Curbing Gridlock" study; recent pricing trends in the United States; and emerging prospects for the coming decade and beyond. U1 - International Symposium on Road PricingFlorida Department of TransportationFederal Highway AdministrationOrganisation for Economic Co-operation and Development (OECD)Key Biscayne,FL,United States StartDate:20031119 EndDate:20031122 Sponsors:Florida Department of Transportation, Federal Highway Administration, Organisation for Economic Co-operation and Development (OECD) KW - Congestion pricing KW - Future KW - Road pricing KW - Transportation policy KW - Trend (Statistics) KW - United States UR - http://onlinepubs.trb.org/onlinepubs/conf/cp34roadpricing.pdf UR - https://trid.trb.org/view/758789 ER - TY - CONF AN - 01002767 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board TI - International Perspectives on Road Pricing SN - 0309093759 PY - 2005 IS - 34 SP - 108p AB - This symposium explored American and international applications of road pricing strategies in various governmental and socioeconomic settings. The participants discussed the rationale and motivations for implementing pricing strategies, the use of pricing revenues, and project outcomes. Drawing on resource papers, presentations, and symposium discussions, the conference committee evaluated the current state of practice, assessed future directions and opportunities, and identified research and information needs. These proceedings contain the conference committee's findings and recommendations, symposium presentations, summary of a roundtable discussion, and two resource papers prepared for the symposium. U1 - International Symposium on Road PricingFlorida Department of TransportationFederal Highway AdministrationOrganisation for Economic Co-operation and Development (OECD)Key Biscayne,FL,United States StartDate:20031119 EndDate:20031122 Sponsors:Florida Department of Transportation, Federal Highway Administration, Organisation for Economic Co-operation and Development (OECD) KW - Conferences KW - Congestion pricing KW - Future KW - International practice KW - Recommendations KW - Research KW - Road pricing KW - State of the practice KW - Strategic planning UR - http://onlinepubs.trb.org/onlinepubs/conf/cp34roadpricing.pdf UR - https://trid.trb.org/view/758786 ER - TY - CONF AN - 01002766 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Yarema, Geoffrey S TI - Meeting the Challenge to Reauthorize the Transportation Equity Act for the 21st Century: Will System Performance Continue to Be "Gone with the Wind"? SN - 0309094992 PY - 2005 IS - 33 SP - pp 61-68 AB - This resource paper is intended to spur discussion for the Third National Conference on Transportation Finance. To that end it gathers together material generated from numerous congressional hearings, actual experience in project delivery at the state and local levels, and important academic and economic analyses completed since the 2000 conference. The issues raised here include the following: (1) What should be the goal of reauthorization? (2) Has the Transportation Equity Act for the 21st Century (TEA-21) met the goals of maintaining system condition and performance and improving safety? (3) What funding level will reauthorization need to establish to maintain condition and performance? (4) What measures can reasonably be taken to achieve the goals? It is hoped that this background, together with the presentations and discussions the conference will foster, will help participants come to a consensus on these issues and become effective advocates for the solutions. U1 - Third National Conference on Transportation FinanceTransportation Research BoardFederal Highway AdministrationChicago,IL,United States StartDate:20021027 EndDate:20021030 Sponsors:Transportation Research Board, Federal Highway Administration KW - Congressional hearings KW - Economic analysis KW - Federal government KW - Finance KW - Local government KW - Project delivery KW - Reauthorization KW - State government KW - System performance KW - Transportation KW - Transportation Equity Act for the 21st Century UR - http://onlinepubs.trb.org/onlinepubs/conf/cp33transportationfinance.pdf UR - https://trid.trb.org/view/758781 ER - TY - CONF AN - 01002765 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Taylor, James T TI - Institutional Framework for Innovative Transportation Finance SN - 0309094992 PY - 2005 IS - 33 SP - pp 75-79 AB - One of the purposes of this resource paper is to stimulate discussion of the long-term implications of innovative transportation finance strategies. Are we creating financing mechanisms that will facilitate continued and timely investment in our nation's transportation infrastructure over the next 40 to 50 years, or are we simply addressing our most pressing short-term capital needs? As a starting point, the paper highlights some of the new financing vehicles and partnership structures developed under the umbrella of "innovative finance" and questions where they might be leading us. The second half of the paper examines certain institutional factors that may have influenced the types of financing approaches taken to date or that could inhibit further innovation. By acknowledging and addressing some of the tensions within and among the key players, transportation policy makers may be able to craft more effective strategies for fostering collaboration and increasing the overall level of transportation investment. U1 - Third National Conference on Transportation FinanceTransportation Research BoardFederal Highway AdministrationChicago,IL,United States StartDate:20021027 EndDate:20021030 Sponsors:Transportation Research Board, Federal Highway Administration KW - Cooperation KW - Finance KW - Financing KW - Infrastructure KW - Innovation KW - Institutional issues KW - Investments KW - Partnerships KW - Policy making KW - Strategic planning KW - Transportation UR - http://onlinepubs.trb.org/onlinepubs/conf/cp33transportationfinance.pdf UR - https://trid.trb.org/view/758783 ER - TY - CONF AN - 01002764 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Greene, Sharon AU - Schneider, Michael TI - Accelerating Project Development: Approaches and Techniques for Expedient Project Delivery SN - 0309094992 PY - 2005 IS - 33 SP - pp 69-74 AB - Despite a number of recently developed tools and techniques for innovative financing of surface transportation projects, relatively few such projects have experienced substantial acceleration in actual delivery to the public. States, municipalities, and special-purpose authorities have used new methods to leverage traditional sources of funds, which in many cases have allowed the delivery of projects that would have had to wait for pay-as-you-go financing. However, the value of such innovation in the more rapid delivery of transportation projects is often lost because of factors that substantially inhibit their effective use. The purpose of this resource paper is to encourage and stimulate discussion about methods by which more projects may be delivered more expediently. Not surprisingly, many nonfinancial factors interact in project delivery, which in combination reduce the value of new methods for generating and utilizing funds for capital project development. This paper explores such factors and their relationship to innovative finance, with the principal objective of defining more effective approaches for consideration in the "Next TEA" reauthorization process. Succinctly stated, the full value of innovations in financing methods for surface transportation programs will only be realized when they are paired with companion innovations in the project definition, development, approval, and implementation processes. U1 - Third National Conference on Transportation FinanceTransportation Research BoardFederal Highway AdministrationChicago,IL,United States StartDate:20021027 EndDate:20021030 Sponsors:Transportation Research Board, Federal Highway Administration KW - Accelerating strategies KW - Finance KW - Financing KW - Innovation KW - Project delivery KW - Project development KW - Reauthorization KW - Transportation UR - http://onlinepubs.trb.org/onlinepubs/conf/cp33transportationfinance.pdf UR - https://trid.trb.org/view/758782 ER - TY - CONF AN - 01002763 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Giglio, Joseph M AU - McCarthy, Daniel J TI - Finance and the Visible Hand of Technology SN - 0309094992 PY - 2005 IS - 33 SP - pp 80-84 AB - Finance is about more than just money. This is not an easy sentence to say with a straight face, nor one that many people necessarily will believe. Obviously, money is important, since how much we have determines how much we can build and how well we can manage the assets we have. The consensus is that money will be harder to find for TEA-3 than for TEA-21, a result of improving fuel economy, slower economic growth, higher oil prices, a tighter federal budget, and perhaps some resentment over the success achieved 6 years ago. This implies that we need ideas that involve more than changes to our current financial toolbox. Such changes, in turn, may open the door to approaches that go beyond the traditional broad-based user fees, with or without some leveraging. This resource paper will not solve any immediate problem, but it could help with the next big piece of legislation--TEA-4. U1 - Third National Conference on Transportation FinanceTransportation Research BoardFederal Highway AdministrationChicago,IL,United States StartDate:20021027 EndDate:20021030 Sponsors:Transportation Research Board, Federal Highway Administration KW - Asset management KW - Finance KW - Legislation KW - Reauthorization KW - Technology KW - Transportation KW - Transportation Equity Act for the 21st Century UR - http://onlinepubs.trb.org/onlinepubs/conf/cp33transportationfinance.pdf UR - https://trid.trb.org/view/758784 ER - TY - CONF AN - 01002762 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board TI - Transportation Finance: Meeting the Funding Challenge Today, Shaping Policies for Tomorrow SN - 0309094992 PY - 2005 IS - 33 SP - 107p AB - The Third National Conference on Transportation Finance had two primary objectives: (1) To educate federal, state, and local officials regarding new transportation infrastructure and operations financing mechanisms, their structure, and the benefits and costs of implementing such techniques; and (2) To explore the development of additional new funding mechanisms and sources. The conference brought together individuals from the transportation, finance, and public policy communities at national, state, and local levels and from both the public and private sectors. As the third in a series of national transportation finance conferences, the conference continued the dialogue on the challenges of financing the nation's transportation systems and provided a forum to exchange perspectives on what has worked, what has not, and what might be tested. The conference included general sessions, which were designed to take full advantage of the breadth of participants at the conference and to home in on financing issues that would be the focus of upcoming reauthorization efforts, and four tracks: (1) How to Finance the Next Transportation Program--Reauthorization and Beyond; (2) Tools and Techniques to Deliver More Projects Faster; (3) Structures, Institutions, and Partnerships to Deliver More Projects Faster and Cheaper; and (4) New Transportation Initiatives and Demands on Financing. Together, the four tracks and related speakers at the general session focused on the cost critical finance issues facing transportation stakeholders today and in the future. These proceedings summarize the conference presentations and discussions, provide a synthesis of conference themes, and include four resource papers. U1 - Third National Conference on Transportation FinanceTransportation Research BoardFederal Highway AdministrationChicago,IL,United States StartDate:20021027 EndDate:20021030 Sponsors:Transportation Research Board, Federal Highway Administration KW - Conferences KW - Federal government KW - Finance KW - Financing KW - Innovation KW - Local government KW - Partnerships KW - Private enterprise KW - Project delivery KW - Public policy KW - Public private partnerships KW - Reauthorization KW - State government KW - Transportation UR - http://onlinepubs.trb.org/onlinepubs/conf/cp33transportationfinance.pdf UR - https://trid.trb.org/view/758778 ER - TY - CONF AN - 01002502 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - McClelland, Mark TI - Vessel Impact Risk Assessment by Texas Department of Transportation SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 399-402 AB - On September 15, 2001, a four-barge tow struck and collapsed Bent 32 of the Queen Isabella Causeway Bridge (Park Road 100 bridge crossing the Gulf Intracoastal Waterway) in Texas. In the aftermath of the collapse, the Bridge Division of the Texas Department of Transportation conducted a vessel impact risk analysis for all bridges crossing waterways with documented barge or cargo vessel traffic. To identify all bridge crossings over navigable waterways, Bridge Division engineers queried the Bridge Inspection Database and confirmed the resulting list with district personnel. Investigating engineers screened the bridges in steps on the basis of exposure of structural elements to vessel traffic, bridge type, and level of protective system already in place. They then evaluated bridges requiring analysis in accordance with the load and resistance factor design (LRFD) vessel collision provisions of the AASHTO "LRFD Bridge Design Specifications." The engineers then scored bridges on the basis of vulnerability to vessel impact and criticality of bridge structure and normalized the scores to assign a value of 100 to the bridge representing the worst combination of these criteria. Investigators identified five bridges that required modification or installation of protective systems. From their findings, a program was initiated to design and install protective measures at each of the five bridge locations. In June 2003 a contract was assigned for the first project, to install protective measures on the south vessel approach of the Queen Isabella Causeway Bridge. In February 2004, a second project was begun, to install similar protective measures on the north vessel approach of the same bridge. Design is proceeding on protective measures for the other four bridges. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Barges KW - Bridge design KW - Cargo ships KW - Gulf Intracoastal Waterway (United States) KW - Impact protection KW - Load and resistance factor design KW - Risk analysis KW - Risk assessment KW - Specifications KW - Texas KW - Water transportation crashes UR - http://dx.doi.org/10.3141/trr.11s.j24267k35tg737m7 UR - https://scholar.google.com/scholar_lookup?title=Vessel+Impact+Risk+Assessment+by+Texas+Department+of+Transportation&author=M.+McClelland&publication_year=2005 UR - https://trid.trb.org/view/758504 ER - TY - CONF AN - 01002501 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Freeby, Gregg A TI - Texas's Totally Prefabricated Bridge Superstructures SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 169-174 AB - The Texas Department of Transportation (Texas DOT) has developed two new bridge superstructure systems that have maximum span lengths of 115 ft and a total superstructure depth of only 38 in. and are totally prefabricated: a steel tub girder and a prestressed concrete pretopped U-beam. The steel tub-girder system uses a conventional prefabricated trapezoidal steel girder, which is topped by a concrete slab before transport to the bridge site. To achieve the shallow superstructure depth of 38 in., shoring the beams during slab placement makes them composite for all loads. After slab placement, the beam is hauled to the bridge site and erected on the bridge piers. A simple cast-in-place closure pour joins the deck girder sections after they are in place. The prestressed concrete pretopped U-beams use a portion of the existing Texas U-beam form system. Each beam is fabricated as a closed U-beam and hauled to the contractor's yard, where a 4-in. topping is placed before beam erection. A cast-in-place closure pour joins the deck girder sections after erection. Texas DOT anticipates that these two systems will be used over the next 10 years for the rapid construction of nearly 150 bridges that cross I-35 in central Texas. Construction of the first four such structures begins in spring 2005. It is expected that girder erection and closure-pour placement will take less than 24 h and that bridges will open to traffic after as few as 4 days. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Beams KW - Bridge superstructures KW - Prefabricated bridges KW - Prestressed concrete KW - Rapid construction KW - Steel girders KW - Texas UR - http://dx.doi.org/10.3141/trr.11s.d22m0n15r7m07ut7 UR - https://scholar.google.com/scholar_lookup?title=Texas%27s+Totally+Prefabricated+Bridge+Superstructures&author=G.+Freeby&publication_year=2005 UR - https://trid.trb.org/view/758324 ER - TY - CONF AN - 01002500 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - McMullen, David K TI - Helix Pedestrian Bridge SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 557-563 AB - Amgen Incorporated, one of the world's largest biotechnology firms, recently developed a new research center on the Elliot Bay waterfront of Seattle, Washington. As part of the research center, a pedestrian bridge was built to connect the campus with a major transportation corridor. The owner's goal for the new pedestrian bridge was to create a signature gateway to Amgen's campus. The pedestrian bridge is a three-arch structure that depicts a three-dimensional helix. The overall shape of the bridge both reflects the helical DNA that connects all life and references the vital research under way at Amgen. The arches create the outline of the basic DNA helix, and the deck support and roof trusses complete the remaining components of the helix. The abstract double helix provided many design and construction challenges. The slim profile, large enclosed areas, and suspended deck meant wind and pedestrian vibration would be critical design considerations. The unique shape made it difficult to apply the standard building or bridge design codes. The contractor was faced with erecting this twisting structure over active railroad tracks while meeting tight geometric specifications. The bridge stands today as a testimony to the owner's vision, teamwork, innovation in bridge design, and creative construction techniques. The bridge combines both form and function to show how an ordinary pedestrian bridge can become an extraordinary statement while serving its intended function. The project has won broad community support in the few months that it has been open. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Aesthetics KW - Bridge design KW - Footbridges KW - Innovation KW - Seattle (Washington) KW - Shape KW - Specifications KW - Vibration KW - Wind UR - http://dx.doi.org/10.3141/trr.11s.p4822g5j1vv11347 UR - https://scholar.google.com/scholar_lookup?title=Helix+Pedestrian+Bridge&author=D.+McMullen&publication_year=2005 UR - https://trid.trb.org/view/758634 ER - TY - CONF AN - 01002499 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Shen, Jia-Dzwan AU - Yen, W Phillip AU - O'Fallon, John TI - Enhancing Performance-Based Bridge Seismic Design with Seismic Performance Testing SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 359-366 AB - Introducing performance-based criteria to bridge seismic design increases the demand for seismic performance testing results that can be compared with each other to provide critical information used in the design. The current practice of seismic performance testing of bridge piers employs diverse testing conditions. Some variations result from a lack of consensus-based testing guidance. Such unnecessary variation impedes the data comparison with other research and the reliable engineering application of testing results. Current problems and resolutions found in a Federal Highway Administration study on seismic performance testing methodologies of bridge piers are reported. A brief preview of the guidance document for seismic performance testing of bridge piers that is produced in this study is given. Information on specimen preparation, loading, and the documentation of bridge pier seismic performance testing is provided. This document is intended for use with both scientific experiment and engineering validations. Elaborate description of an assembly of practiced testing procedures is provided, and alternatives are offered for special test needs. Procedures are provided for testing piers made of conventional or advanced material. Requirements on test records, which are consistent with the needs in establishing or expanding seismic performance databases, are given to enable user access and verification of test results. Technical terms used in seismic testing and seismic design are defined and their relationships clarified. An expert panel including members from academia, state highway agencies and federal government was assembled to advise on the development and to review the product. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridge design KW - Bridge piers KW - Documentation KW - Earthquake resistant design KW - Expert panels KW - Load tests KW - Methodology KW - Performance based specifications KW - Performance tests KW - Specimen preparation UR - http://dx.doi.org/10.3141/trr.11s.r4x3m85437630005 UR - https://scholar.google.com/scholar_lookup?title=Enhancing+Performance-Based+Bridge+Seismic+Design+with+Seismic+Performance+Testing&author=J.+Shen&author=W.+Yen&author=J.+O%27Fallon&publication_year=2005 UR - https://trid.trb.org/view/758442 ER - TY - CONF AN - 01002498 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Reyff, James A TI - Underwater Sound Pressure Levels Associated with Marine Pile Driving: Assessment of Impacts and Evaluation of Control Measures SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 481-490 AB - Bridge engineers should be aware that marine pile driving has resulted in high underwater sound pressures that have been lethal to fish and have resulted in harassment of pinnipeds under the Marine Mammal Protection Act. Most waterways in the nation include fish and marine mammals that are protected by state or federal agencies. Impacts from pile driving have contributed to costly construction delays for some major bridge projects. Recent construction activities in the marine environments of northern California have provided the opportunity to characterize these sound pressures and evaluate control measures to protect fish and marine mammals. Sound attenuation measures evaluated include different pile-driving methods, cofferdams (with and without water), confined air bubble curtain systems, and unconfined bubble curtain systems. Some attenuation measures have achieved more than 30 dB of noise reduction. However, each situation can present difficulties in achieving targeted reduction goals. Use of appropriate attenuation systems has greatly reduced the impacts to the species of concern for those projects. In this study, recent experiences are summarized from many projects in measuring both attenuated and unattenuated underwater sound pulses from pile-driving activities. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Air bubble curtain systems KW - Cofferdams KW - Fishes KW - Marine engineering KW - Marine Mammal Protection Act KW - Marine mammals KW - Noise control KW - Northern California KW - Pile driving KW - Sound attenuation KW - Underwater sound pressure UR - http://dx.doi.org/10.3141/trr.11s.d0q36v6w57555l70 UR - https://scholar.google.com/scholar_lookup?title=Underwater+Sound+Pressure+Levels+Associated+with+Marine+Pile+Driving%3A+Assessment+of+Impacts+and+Evaluation+of+Control+Measures&author=J.+Reyff&publication_year=2005 UR - https://trid.trb.org/view/758570 ER - TY - CONF AN - 01002497 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Anthony, Edwin S AU - Percassi, Stephen J AU - Ressel, Howard TI - Replacement of the Troup Howell Bridge, Rochester, New York SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 591-598 AB - The Troup Howell Bridge carries I-490 over the Genesee River and several streets in downtown Rochester, New York. When deterioration necessitated a new bridge, engineers sought a context-sensitive replacement. The bridge's location affords opportunities for aesthetic enrichment: it is set in the foreground of the city skyline, which includes architecturally noteworthy buildings that house mainstays to international businesses such as Eastman Kodak, Xerox, and Bausch & Lomb. The project design team included the New York State Department of Transportation, Erdman Anthony and Associates, Inc., and H2L2 Architects. An aesthetics committee consisting of local government officials, adjoining neighborhood representatives, American Institute of Architects members, and artists provided feedback throughout the design process, which ensured that the solution fit the environment. Many of the committee preferences were implemented in the final design. The centerpiece of the new eight-span bridge will be a 132-m (433-ft) long through arch span crossing the river. The arch will have three steel box ribs, Vierendeel-style braces, and a fanned hanger arrangement supporting the deck system. Aesthetic enhancements were achieved in many areas of the main span design. Arch anchorages were set back from the riverbanks to allow shoreline promenades beneath the bridge. Accent lighting and sculpted floor beam shapes were provided to enhance visual interest from the promenades. Because of the through arch design and the high volume of daily traffic over the bridge, significant challenges were addressed during construction. Structural design details were developed to allow for staged construction, which permitted the bridge to remain open throughout construction. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Aesthetics KW - Anchorages KW - Arch bridges KW - Bridge design KW - Context sensitive design KW - Lighting KW - Replacement (Bridges) KW - Rochester (New York) KW - Sculpted floor beams KW - Shape KW - Staged construction KW - Structural design UR - http://dx.doi.org/10.3141/trr.11s.q1473770h4821612 UR - https://scholar.google.com/scholar_lookup?title=Replacement+of+the+Troup+Howell+Bridge%2C+Rochester%2C+New+York&author=E.+Anthony&author=S.+Percassi&author=H.+Ressel&publication_year=2005 UR - https://trid.trb.org/view/758641 ER - TY - CONF AN - 01002496 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Ghosn, Michel TI - System Factors for Highway Bridge Superstructures SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 113-120 AB - Although traditional methods of bridge structural design proportion each member separately, the members do not behave independently but interact to form a single structural system. To account for overall system safety during the design process, the current AASHTO load and resistance factor design (LRFD) specifications (AASHTO "LRFD Bridge Design Specifications," 2002) provide a load modifier factor, eta, which explicitly accounts for the effects of ductility, redundancy, and operational importance. In the absence of precise information, the values used for the load modifiers are assigned subjectively. The results of a research project funded by NCHRP that led to the development of objective measures of redundancy and a method that uses system factors, phi, during the design and load capacity evaluation process to account for the system's reserve strength are summarized. A set of proposed system factors was calibrated to provide bridges with adequate levels of overall safety and system reliability. Nonredundant bridges would be penalized by requiring their members to provide higher safety levels than those of similar bridges with redundant configurations. The system factors are tabulated for typical superstructure configurations. Differences in member ductility and redundancy levels are accounted for by assigning different system factors depending on member detailing and topologic configurations. The approach proposed to account for operational importance is consistent with current trends to develop performance-based design while the uncertainties in estimating member and system capacities as well as future loads are considered. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridge design KW - Bridge superstructures KW - Highway bridges KW - Load and resistance factor design KW - Redundancy KW - Specifications KW - System reliability KW - System safety UR - http://dx.doi.org/10.3141/trr.11s.up2088q721222658 UR - https://scholar.google.com/scholar_lookup?title=System+Factors+for+Highway+Bridge+Superstructures&author=M.+Ghosn&publication_year=2005 UR - https://trid.trb.org/view/758290 ER - TY - CONF AN - 01002495 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Abbas, Sajid AU - Manzanarez, Rafael TI - Design of Skyway Structures for California's San Francisco-Oakland Bay Bridge SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 329-334 AB - The seismically vulnerable eastern spans of California's San Francisco-Oakland Bay Bridge are being replaced with a dual, 3.6-km-long parallel structure. The skyway section, which consists of 2.1-km-long twin viaducts, is under construction by a joint venture of Kiewit, FCI, and Manson. The viaducts are precast segmental bridges erected in balanced cantilever, with a typical span of 160 m. The foundation consists of six 2.5-m-diameter pipe piles 100 m in length with a steel pile cap that is in-filled with concrete. The precast segments for the superstructure, which are as heavy as 7 MN, are lifted into position with self-launching winch lifters and are posttensioned. The bridge is situated between the Hayward and the San Andreas Faults, which can generate large earthquakes. Performance criteria require the bridge to be operational after a 1,500-year-return-period earthquake from either of these two faults. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridge design KW - Bridge foundations KW - Bridge superstructures KW - Earthquake resistant design KW - Faults KW - Pipe piles KW - Posttensioning KW - San Francisco-Oakland Bay Bridge KW - Segmental bridges KW - Viaducts UR - http://dx.doi.org/10.3141/trr.11s.g5103t354271507n UR - https://scholar.google.com/scholar_lookup?title=Design+of+Skyway+Structures+for+California%27s+San+Francisco-Oakland+Bay+Bridge&author=S.+Abbas&author=R.+Manzanarez&publication_year=2005 UR - https://trid.trb.org/view/758433 ER - TY - CONF AN - 01002494 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Shahawy, Mohsen AU - Cox, William R TI - Critical Evaluation and Condition Assessment of Posttensioned Bridges in Texas SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 257-264 AB - The recent findings of corrosion in longitudinally posttensioned (PT) tendons in several bridges in Florida and other states raised an alarm about conditions of PT bridges in Texas. The Texas Department of Transportation Bridge Division in Austin initiated an investigation to assess the actual conditions of three major PT bridges within its area of operation: the US-183 segmental bridge in Austin, the San Antonio Y segmental bridge, and the Veterans Memorial Bridge (cable-stay) in Port Arthur. This investigation consisted of two phases. Phase I included the preliminary evaluation of construction and design details and conducting a detailed walkthrough inspection to evaluate existing conditions visually. The walkthrough inspection was designed to identify any existing potential problems and their locations. The information collected in Phase I was used in developing the testing plan for the in-depth evaluation carried out in Phase II. This paper covers the work performed under Phase II for all three bridges. The objectives of this investigation were to examine these bridges closely to identify any PT-related deficiencies. Observed deficiencies are analyzed to determine their effects on the structural performance and long-term durability of the bridges. The findings from Phase II and recommendations for future actions are presented. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Cable stayed bridges KW - Condition surveys KW - Corrosion KW - Inspection KW - Posttensioning KW - Recommendations KW - Segmental bridges KW - Tendons (Materials) KW - Texas UR - http://dx.doi.org/10.3141/trr.11s.vm2205371055g311 UR - https://scholar.google.com/scholar_lookup?title=Critical+Evaluation+and+Condition+Assessment+of+Posttensioned+Bridges+in+Texas&author=M.+Shahawy&author=W.+Cox&publication_year=2005 UR - https://trid.trb.org/view/758389 ER - TY - CONF AN - 01002493 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Fujino, Yozo AU - Kikkawa, Hiroshi AU - Namikawa, Kenji AU - Mizoguchi, Takao TI - Seismic Retrofit Design of Long-Span Bridges on Metropolitan Expressways in Tokyo SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 335-342 AB - The seismic retrofit design of large cable-supported bridges in Tokyo, namely, Rainbow Bridge, Yokohama Bay Bridge, and Tsurumi Fairway Bridge, is described. The site-dependent far-field ground motion due to a possible maximum credible earthquake was calculated by using a fault rupture model together with the wave propagation technique. The nonlinear seismic responses of the bridges, including the soil-structure interaction, were computed, and it was found that all three bridges may suffer considerable damage. A careful retrofit design was prepared for the structural elements that would receive severe damage. Because large bridges are complex structural systems, an increase in the structural redundancy and the use of the fail-safe concept in the retrofit design are emphasized. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Cable stayed bridges KW - Earthquake resistant design KW - Expressways KW - Fail safe systems KW - Long span bridges KW - Metropolitan areas KW - Redundancy KW - Retrofitting KW - Soil structure interaction KW - Tokyo (Japan) UR - http://dx.doi.org/10.3141/trr.11s.1371l823v02811m0 UR - https://scholar.google.com/scholar_lookup?title=Seismic+Retrofit+Design+of+Long-Span+Bridges+on+Metropolitan+Expressways+in+Tokyo&author=Y.+Fujino&author=H.+Kikkawa&author=K.+Namikawa&author=T.+Mizoguchi&publication_year=2005 UR - https://trid.trb.org/view/758436 ER - TY - CONF AN - 01002492 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Kuchma, Daniel A AU - Kim, Kang Su AU - Kim, Sang Ho AU - Sun, Shaoyun AU - Hawkins, Neil M TI - NCHRP Project 12-61, Simplified Shear Design of Structural Concrete Members SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 129-142 AB - A new method of shear design was introduced into the U.S. community with the AASHTO "LRFD Bridge Design Specifications." This method, which is based on the modified compression field theory, provides a unified approach for the shear design of both prestressed and nonprestressed members, overcomes a number of safety concerns, and enables members to be designed for higher shear stress levels. Unfortunately, this design methodology is perceived by many as being more complex than AASHTO's standard specifications. To address this concern, NCHRP funded Project 12-61, Simplified Shear Design of Structural Concrete Members. The objective of this project was to supplement the full load and resistance factor design (LRFD) method for shear design with a simplified procedure that provides a direct solution for transverse and longitudinal reinforcement of concrete structures of common proportions. The research approach was to establish the simplified provisions after a rigorous assessment of the merits and limitations of existing shear design methodologies. This assessment was made by using a large experimental database of shear test results and a shear reinforcement calculator tool, which is used to compare the reinforcement required by shear design methods for about 500 design cases that represent the breadth and frequency of structures built in the field. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridge design KW - Concrete structures KW - Load and resistance factor design KW - Longitudinal reinforcement KW - Shear design KW - Shear stress KW - Specifications KW - Structural members KW - Transverse reinforcement UR - http://dx.doi.org/10.3141/trr.11s.c0ph07m7140301xv UR - https://scholar.google.com/scholar_lookup?title=NCHRP+Project+12-61%2C+Simplified+Shear+Design+of+Structural+Concrete+Members&author=D.+Kuchma&author=K.+Kim&author=S.+Kim&author=S.+Sun&author=N.+Hawkins&publication_year=2005 UR - https://trid.trb.org/view/758296 ER - TY - CONF AN - 01002491 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Shekar, Vimala AU - Aluri, Srinivas AU - GangaRao, Hota V S TI - Performance Evaluation of Fiber-Reinforced Polymer Composite Deck Bridges SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 465-472 AB - The Federal Highway Administration is committed to the strategic goals of rehabilitating the nation's bridges that are structurally deficient. Fiber-reinforced polymer (FRP) composites are among the advanced materials that appear to have great potential in bridge deck repair and replacements. In West Virginia alone, more than 30 bridges have been built or rehabilitated with FRP composite materials. Katy Truss and Market Street are two such bridges constructed with FRP bridge decks, and they are being monitored. The West Virginia University Constructed Facilities Center along with the West Virginia Department of Transportation initiated field monitoring of these bridges by performing static and dynamic load tests. The response measurements from controlled truck load tests on the two bridges included (a) deck and stringer strains and (b) deflections and deck accelerations. The following static response parameters were computed from measured data: (a) degree of composite action between deck and stringer, (b) transverse load distribution factor, and (c) stringer and deck stresses and deflections. The following dynamic response parameters were evaluated: (a) dynamic load allowance factors, (b) natural frequencies, and (c) damping ratios. The static and dynamic performance evaluations of Katy Truss and Market Street Bridges are highlighted here. This study found that, under static load, the stresses and deflections for deck and stringers of both bridges were well within the design limits. It was found that, on the basis of dynamic tests, deck accelerations due to trucks traveling were perceptible to bridge users. The high accelerations are attributed to the low inherent damping of these two bridges. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridge decks KW - Composite action KW - Composite materials KW - Damping (Engineering) KW - Deflection KW - Dynamic loads KW - Fiber reinforced plastics KW - Load tests KW - Load transfer KW - Natural frequency KW - Static loads KW - Strain (Mechanics) KW - Stresses KW - Stringers KW - West Virginia UR - http://dx.doi.org/10.3141/trr.11s.vph7qm7487173682 UR - https://scholar.google.com/scholar_lookup?title=Performance+Evaluation+of+Fiber-Reinforced+Polymer+Composite+Deck+Bridges&author=V.+Shekar&author=S.+Aluri&author=H.+GangaRao&publication_year=2005 UR - https://trid.trb.org/view/758560 ER - TY - CONF AN - 01002490 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Wipf, Terry J AU - Phares, Brent M AU - Klaiber, F Wayne AU - Al-Saidy, A H AU - Lee, Yoon-Si TI - Strengthening Steel Girder Bridges with Carbon Fiber-Reinforced Polymer Plates SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 435-447 AB - A large percentage of short- and medium-span steel bridges are deteriorating because of age and environmental effects. Although these bridges are still in service, many need strengthening because of increases in legal live load, loss of section, or both. The results of two investigations are presented--a laboratory study and a field study--in which carbon fiber-reinforced polymer (CFRP) plates were used to strengthen composite steel stringers. In the laboratory investigation, small-scale steel-concrete composite beams were tested; there were control beams (no damage or CFRP applied), damaged beams (a percentage of the bottom flange removed), and damaged beams with CFRP applied to the bottom flanges, webs, or both. In all cases the strength of all damaged and repaired beams was fully restored to the original undamaged state. Details on both the strengthening system and the behavior of undamaged, damaged, and repaired scale-model specimens are presented. On the basis of the laboratory results, a second project was undertaken in which an existing steel girder bridge was strengthened with CFRP plates. This bridge is a 150- x 30-ft three-span continuous rolled I-beam bridge in southwestern Iowa. The original noncomposite four-beam bridge was widened in 1965 by adding two composite beams. A recent rating of this bridge determined that several of the original beams were understrength in the positive moment regions; thus CFRP was bonded to the positive moment regions of the bottom flanges of the two original interior beams and the "new" exterior beams. At some locations on the exterior beams, the plates were installed on the top surface of the bottom flange to investigate the performance and in-service durability under detrimental environmental conditions. This bridge has been load tested three times--before and after installation of the CFRP plates and approximately 1 year later--to determine the effectiveness of the strengthening system. Results are presented to illustrate this effectiveness. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Before and after studies KW - Carbon fibers KW - Composite beams KW - Durability KW - Environmental conditions KW - Fiber reinforced plastics KW - Field studies KW - Flanges KW - Laboratory studies KW - Load tests KW - Plates (Engineering) KW - Steel bridges KW - Strengthening (Maintenance) KW - Stringers UR - http://dx.doi.org/10.3141/trr.11s.453p210717525642 UR - https://scholar.google.com/scholar_lookup?title=Strengthening+Steel+Girder+Bridges+with+Carbon+Fiber-Reinforced+Polymer+Plates&author=T.+Wipf&author=B.+Phares&author=F.+Klaiber&author=A.+Al-Saidy&author=Y.+Lee&publication_year=2005 UR - https://trid.trb.org/view/758540 ER - TY - CONF AN - 01002489 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - White, Donald W AU - Grubb, Michael A TI - Unified Resistance Equations for Design of Curved and Tangent Steel Bridge I-Girders SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 121-128 AB - The provisions of the 2004 AASHTO load and resistance factor design specifications for steel I- and box-girder bridge design have been updated relative to previous specifications to simplify their logic, organization, and application and to improve their accuracy and generality. These provisions provide a unified approach for the flexural design of both tangent and curved I- and box-girder bridges. Updated resistance equations are a key component of this unified approach. An overview is provided of the updated resistance equations for I-section members. The primary focus is on handling coupled major axis bending, minor-axis bending, and torsion from any source in both straight and horizontally curved I-section members. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bending KW - Bridge design KW - Equations KW - I girders KW - Load and resistance factor design KW - Specifications KW - Steel bridges KW - Torsion UR - http://dx.doi.org/10.3141/trr.11s.46653x9113172q1h UR - https://scholar.google.com/scholar_lookup?title=Unified+Resistance+Equations+for+Design+of+Curved+and+Tangent+Steel+Bridge+I-Girders&author=D.+White&author=M.+Grubb&publication_year=2005 UR - https://trid.trb.org/view/758292 ER - TY - CONF AN - 01002488 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Scheel, Horst AU - Hillemeier, Bernd TI - Fast Location of Prestressing Steel Fractures in Bridge Decks and Parking Lots SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 253-256 AB - The remanent magnetism (RM) method allows identification of potentially unsafe conditions in pretensioned and posttensioned concrete structures by locating fractures of single wires, even if they are bundled with intact wires. Once the tendons have been premagnetized with an electromagnet, the magnetic field of tendons is measured at the concrete surface. Fractures produce characteristic leakage fields that can be measured with appropriate sensors at the concrete surface. The measuring speed of the RM method can be significantly enhanced by replacement of the time-consuming multi-step magnetization with a single-step magnetization. Large yoke-shaped magnets have been constructed to magnetize transverse tendons in bridge decks over lengths of up to 3.5 m (~3.8 yd) in a single process. Measuring the magnetic flux density of an entire bridge deck simplifies the comparison of data from measurements at different times; this simplification would be helpful for monitoring the longtime behavior of the structure. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridge decks KW - Cracking KW - Detection and identification KW - Monitoring KW - Parking lots KW - Prestressing steel KW - Remanent magnetism KW - Tendons (Materials) UR - http://dx.doi.org/10.3141/trr.11s.c7356161740r5023 UR - https://scholar.google.com/scholar_lookup?title=Fast+Location+of+Prestressing+Steel+Fractures+in+Bridge+Decks+and+Parking+Lots&author=H.+Scheel&author=B.+Hillemeier&publication_year=2005 UR - https://trid.trb.org/view/758341 ER - TY - CONF AN - 01002487 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Li, Jian AU - Akl, Laura AU - Hunsperger, Robert AU - Liu, Wei AU - Chajes, Michael AU - Kunz, Eric TI - Time-Domain Reflectometry to Detect Voids in Posttensioning Ducts SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 243-252 AB - Because incompletely grouted posttensioned ducts result in voids, the steel strands are vulnerable to premature corrosion. This paper describes a nondestructive evaluation (NDE) procedure that allows bridge owners to ensure that posttensioned ducts are properly grouted (i.e., have no voids). The NDE procedure uses time-domain reflectometry (TDR), a technique developed by electrical engineers for locating discontinuities in transmission lines. TDR involves sending a signal created by a step-pulse generator through a transmission line, determining whether the signal is reflected back, and, if it is reflected back, using the elapsed time to determine the location of the discontinuity. Prior research funded by the Delaware Department of Transportation and the National Science Foundation has shown that TDR can be used to detect corrosion on strands and can be implemented in the field. To detect and evaluate voids, the transmission line is placed either in or adjacent to the region where a void is suspected. The presence of a void affects the electric field surrounding the transmission line and causes a distinct reflection. Data are presented to show the measurement of both the relative size and the position of voids. The effects of environmental conditions, such as moisture content, temperature, and material contained in the void (e.g., corrosion products) also are reported. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Air voids KW - Corrosion KW - Ducts KW - Grouting KW - Location KW - Nondestructive tests KW - Posttensioning KW - Size KW - Time domain reflectometers KW - Void detection UR - http://dx.doi.org/10.3141/trr.11s.d608876121652216 UR - https://scholar.google.com/scholar_lookup?title=Time-Domain+Reflectometry+to+Detect+Voids+in+Posttensioning+Ducts&author=J.+Li&author=L.+Akl&author=R.+Hunsperger&author=W.+Liu&author=M.+Chajes&author=E.+Kunz&publication_year=2005 UR - https://trid.trb.org/view/758338 ER - TY - CONF AN - 01002486 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Tang, Man-Chung AU - Sun, John TI - Design of the Main Spans of the Chongqing, China, Caiyuanba Bridge SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 581-585 AB - The new Caiyuanba Bridge over the Yangtze River in Chongqing, China, will carry six lanes of highway and two pedestrian walkways on its upper deck as well as two tracks of monorails on its lower deck. As one of the transportation backbones for this ever-expanding city, it will connect the two busiest business districts: Yuzhong and Nanan. Because the bridge is located at the center of the city and is visible from most parts of the city, aesthetic issues are an important concern. After careful study of the location, a slender tied arch was selected to carry the double-level bridge girder over the Yangtze River. On completion, its 420-m span will be the world's longest tied arch span for combined rail and highway traffic. The side spans are 102 m long. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Aesthetics KW - Bridge design KW - Central business districts KW - Chongqing (China) KW - Double level bridges KW - Footbridges KW - Highway bridges KW - Monorail bridges KW - Tied arches KW - Yangtze River UR - http://dx.doi.org/10.3141/trr.11s.805g44171t0j534w UR - https://scholar.google.com/scholar_lookup?title=Design+of+the+Main+Spans+of+the+Chongqing%2C+China%2C+Caiyuanba+Bridge&author=M.+Tang&author=J.+Sun&publication_year=2005 UR - https://trid.trb.org/view/758639 ER - TY - CONF AN - 01002485 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Puckett, Jay A AU - Hearn, George TI - Summary of AASHTO and FHWA International Scanning Tour for Bridge Preservation and Maintenance SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 517-523 AB - The American Association of State Highway and Transportation Officials (AASHTO) and Federal Highway Administration (FHWA) Panel on Bridge System Preservation and Maintenance, which was composed of 10 members representing AASHTO, FHWA, state departments of transportation, the National Association of County Engineers, and academia, traveled to the African and European continents and met with highway agency representatives as well as bridge management and inspection technology practitioners and researchers. The U.S. panel reviewed and documented methods of bridge preservation and management. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Africa KW - American Association of State Highway and Transportation Officials KW - Bridge management systems KW - Bridges KW - Europe KW - Maintenance KW - Preservation KW - Study tours KW - U.S. Federal Highway Administration UR - http://dx.doi.org/10.3141/trr.11s.68281753286g2112 UR - https://scholar.google.com/scholar_lookup?title=Summary+of+AASHTO+and+FHWA+International+Scanning+Tour+for+Bridge+Preservation+and+Maintenance&author=J.+Puckett&author=G.+Hearn&publication_year=2005 UR - https://trid.trb.org/view/758618 ER - TY - CONF AN - 01002484 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Liu, Min AU - Frangopol, Dan M TI - Maintenance Planning of Deteriorating Bridges by Using Multiobjective Optimization SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 491-500 AB - Cost-effective bridge maintenance planning requires balanced consideration of long-term bridge performance and life-cycle maintenance cost. Many of the existing methodologies determine an optimal maintenance planning solution based solely on life-cycle cost minimization while enforcing constraints on bridge performance. The resulting single planning solution, however, may not always satisfy bridge managers' specific requirements for bridge performance over an intended time horizon. In response, the life-cycle maintenance planning of deteriorating bridges is formulated as a multiobjective optimization problem and is solved by a genetic algorithm. The visual inspection-based condition state, structural assessment-based safety state, and cumulative life-cycle maintenance cost are all treated as competing criteria. A group of different maintenance strategies is considered. A multilinear computational model is adopted to predict time-varying deterioration processes under no-maintenance and maintenance interventions. Relevant parameters in this computational model are described as random variables to account for sources of uncertainty associated with the complex deterioration process. Monte Carlo simulation is performed to estimate sample mean values of performance indicators and maintenance cost on the basis of data collected in the United Kingdom. Application examples are presented for maintaining a group of reinforced concrete crossheads that have been undergoing deterioration in both condition and safety. It is demonstrated that an overall desirable maintenance planning solution can be obtained only by balancing all necessary merit measures (e.g., condition, safety, and cost) through an explicit trade-off analysis. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridges KW - Condition surveys KW - Deterioration KW - Genetic algorithms KW - Life cycle costing KW - Maintenance management KW - Monte Carlo method KW - Multiobjective optimization KW - Performance indicators KW - Reinforced concrete crossheads KW - Strategic planning KW - Structural analysis KW - Uncertainty UR - http://dx.doi.org/10.3141/trr.11s.w314312t0x87x5v7 UR - https://scholar.google.com/scholar_lookup?title=Maintenance+Planning+of+Deteriorating+Bridges+by+Using+Multiobjective+Optimization&author=M.+Liu&author=D.+Frangopol&publication_year=2005 UR - https://trid.trb.org/view/758580 ER - TY - CONF AN - 01002483 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board TI - Past, Present, and Future of Load and Resistance Factor Design: AASHTO LRFD Bridge Design Specifications SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 9-16 AB - A summary is provided of the 7-year process that led to the decision to develop the AASHTO "LRFD Bridges Design Specifications," the objectives, and draft review process culminating in adoption. The implementation and further development during the decade since are described, and an evolving plan to continue development of the limit states specifications for design and rating of bridges is presented. Training materials--past, current, and planned--are also reviewed. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridge design KW - Bridge rating KW - Future KW - History KW - Implementation KW - Limit state design KW - Load and resistance factor design KW - Specifications KW - Training UR - http://dx.doi.org/10.3141/trr.11s.k535736t40586402 UR - https://scholar.google.com/scholar_lookup?title=Past%2C+Present%2C+and+Future+of+Load+and+Resistance+Factor+Design%3A+AASHTO+LRFD+Bridge+Design+Specifications&publication_year=2005 UR - https://trid.trb.org/view/758264 ER - TY - CONF AN - 01002482 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Bien, Jan AU - Gladysz, Malgorzata TI - Sustainable Bridges: Research Project of the European Community SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 501-508 AB - The integrated research project Sustainable Bridges--Assessment for Future Traffic Demands and Longer Lives was approved by the European Commission in December 2003 for funding over the next 4 years. The main goal of this research is development of scientific, technological, and technical bases for the adaptation of existing railway bridges to increased loads and higher speeds, with enhanced reliability and durability. The bridge infrastructure needs new effective tools for testing, condition assessment, monitoring, and analysis of damaged structures, as well as for rational rehabilitation. The project is carried out by a consortium of 32 partners from 12 countries, consisting of bridge owners, contractors, consultants, research centers, and universities. Also described is the cooperation of the sustainable bridges project with other international ongoing projects in the area of railway bridges: Assessment, Reliability and Maintenance of Masonry Arch Bridges, of the International Union of Railways and International Bridge Engineering School, developed by several European universities. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Consortia KW - Cooperation KW - Durability KW - Europe KW - European Commission KW - Future KW - Monitoring KW - Partnerships KW - Railroad bridges KW - Reliability KW - Research projects KW - Speed KW - Testing equipment KW - Traffic loads UR - http://dx.doi.org/10.3141/trr.11s.m34567u8t5q3w163 UR - https://scholar.google.com/scholar_lookup?title=Sustainable+Bridges%3A+Research+Project+of+the+European+Community&author=J.+Bien&author=M.+Gladysz&publication_year=2005 UR - https://trid.trb.org/view/758616 ER - TY - CONF AN - 01002481 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Kuchma, Daniel A AU - Kim, Kang Su AU - Hawkins, Neil M TI - NCHRP Project 12-56, Application of Load and Resistance Factor Design Specifications to High-Strength Structural Concrete: Shear Provisions SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 87-97 AB - The load and resistance factor design (LRFD) specifications in the current AASHTO "LRFD Bridge Design Specifications" limit the compressive cylinder strength to 10 ksi in relationships for calculating shear design strength, whereas concrete compressive strengths close to twice this level are commercially available in some parts of the United States. To overcome this limitation, allowing the same-size structural sections to span longer distances or carry higher loads, NCHRP has funded Project 12-56, Application of the LRFD Bridge Design Specifications to High-Strength Structural Concrete: Shear Provisions. In the Experimental component of this project, 12 prestressed concrete bridge girders 52 ft long and 6 ft deep are being subjected to a uniformly distributed load until failure in shear. The primary variables in this study are concrete strength (ranging from 10 to 18 ksi), the maximum shear design stress (700 to 2,500 psi), strand anchorage details (straight, unbonded, and draped), and end reinforcement detailing (bar size, spacing, level of confinement). Key observations from experiments on the first six girders are presented. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridge design KW - Compressive strength KW - Concrete KW - Girders KW - High strength concrete KW - Load and resistance factor design KW - Load tests KW - Prestressed concrete KW - Shear strength KW - Shear stress KW - Specifications UR - http://dx.doi.org/10.3141/trr.11s.3t3qlrxm0h1r8262 UR - https://scholar.google.com/scholar_lookup?title=NCHRP+Project+12-56%2C+Application+of+Load+and+Resistance+Factor+Design+Specifications+to+High-Strength+Structural+Concrete%3A+Shear+Provisions&author=D.+Kuchma&author=K.+Kim&author=N.+Hawkins&publication_year=2005 UR - https://trid.trb.org/view/758280 ER - TY - CONF AN - 01002480 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Watanabe, Eiichi AU - Iemura, Hirokazu AU - Kanaji, Hidesada AU - Nishioka, Tsutomu AU - Ohyama, Takumi TI - New Japanese Technological Contributions in Earthquake Engineering SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 23-31 AB - Recently in Japan bridge specifications have been revised toward performance-based design, and various innovative earthquake-resistant countermeasures have been proposed after the tragedy of the Great Hanshin-Awaji Earthquake. A report on the state of the art of recent Japanese contributions in earthquake engineering is given, including buckling-restrained bracings, unbonded bracings, online network pseudo-dynamic testing, base isolation, aseismic controls, and international earthquake mitigation projects in the Asia-Pacific region, in addition to the recent revision of the Japanese specifications on roadway bridges. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Base isolation KW - Bracing KW - Bridge design KW - Earthquake engineering KW - Earthquake resistant design KW - Highway bridges KW - Japan KW - Performance based design KW - Specifications KW - State of the art UR - http://dx.doi.org/10.3141/trr.11s.r46jr373hm7542l6 UR - https://scholar.google.com/scholar_lookup?title=New+Japanese+Technological+Contributions+in+Earthquake+Engineering&author=E.+Watanabe&author=H.+Iemura&author=H.+Kanaji&author=T.+Nishioka&author=T.+Ohyama&publication_year=2005 UR - https://trid.trb.org/view/758266 ER - TY - CONF AN - 01002479 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Goodrich, Brian L AU - Puckett, Jay A AU - Jablin, Mark C TI - Validation of Specification Modification by NCHRP 12-50 Process SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 217-223 AB - A replacement to Article 6.10 of the AASHTO "LRFD Design Bridge Design Specifications" was proposed to the Subcommittee on Bridges and Structures (SCOBS) (June 2003). With data obtained from AASHTO's Virtis Load Rating System, approximately 200 steel bridges were analyzed and reviewed by using the proposed load and resistance factor design (LRFD), the current LRFD, and the current load factor design methods. The engineering process, a comparison of the results obtained by the different methods, and the observed trends are outlined. The goal was to determine the effects that the proposed AASHTO LRFD Article 6.10 modifications had on bridges before the adoption of the specification revisions by the AASHTO SCOBS. Oral presentations at the AASHTO Annual Meeting helped bridge engineers to understand the effects of the new version of Article 6.10 on practice. This process, which uses NCHRP 12-50, is outlined, and the results are systematically reported. This is the first truly systematic validation of a significant specification modification before its adoption. The experience is noteworthy and should be documented. This process could become a trend in specification development. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridge design KW - Load and resistance factor design KW - Modifications KW - Specifications KW - Steel bridges KW - Validation UR - http://dx.doi.org/10.3141/trr.11s.x777158810605575 UR - https://scholar.google.com/scholar_lookup?title=Validation+of+Specification+Modification+by+NCHRP+12-50+Process&author=B.+Goodrich&author=J.+Puckett&author=M.+Jablin&publication_year=2005 UR - https://trid.trb.org/view/758330 ER - TY - CONF AN - 01002478 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Bhattacharya, Baidurya AU - Li, Degang AU - Chajes, Michael TI - Load and Resistance Factor Rating Using Site-Specific Data SN - 0309093813 PY - 2005 IS - CD 11-S SP - 143-151 AB - Traditional techniques for bridge evaluation are founded on design-based deterministic equations that use limited site-specific data; they do not necessarily conform to a quantifiable standard of safety and often are quite conservative. The newly emerging method of load and resistance factor rating (LRFR) addresses some of these shortcomings and allows bridge rating in a manner consistent with load and resistance factor design but is not based on site-specific information. A probability-based method for load rating of bridges using the site-specific in-service structural response data in an LRFR format is presented. The use of site-specific structural response data eliminates a substantial portion of modeling uncertainty in live load characterization (involving dynamic impact and girder distribution) and yields more accurate bridge ratings. Rating at two limit states--yield and plastic collapse--is proposed for specified service lives and target reliabilities. This method considers a conditional Poisson occurrence of independent and identically distributed loads as well as uncertainties in field measurement and modeling and Bayesian updating of the empirical distribution function to obtain an extreme value distribution of the time-dependent maximum live load. An illustrative example uses in-service peak strain data from ambient traffic collected on a high-volume bridge and develops in-service LRFR equations to rate the instrumented bridge. Results from the proposed method are compared with ratings derived from more traditional methods. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridge rating KW - Equations KW - Highway bridges KW - Limit state design KW - Live loads KW - Load and resistance factor design KW - Load factor KW - Poisson distributions KW - Service life KW - Site-specific data KW - Strain (Mechanics) UR - http://dx.doi.org/10.3141/trr.11s.l660w4p18037w8gp UR - https://scholar.google.com/scholar_lookup?title=Load+and+Resistance+Factor+Rating+Using+Site-Specific+Data&author=B.+Bhattacharya&author=D.+Li&author=M.+Chajes&publication_year=2005 UR - https://trid.trb.org/view/758297 ER - TY - CONF AN - 01002477 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Zevenbergen, L W AU - Lagasse, P F AU - Clopper, P E TI - Comprehensive Approach for Riprap Design, Installation, and Maintenance SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 537-545 AB - Many methods and criteria are available for designing riprap for erosion protection of riverbanks, bridge piers and abutments, guidebanks, and other highway structures in riverine environments. Different design criteria for riprap can give different results for protecting the same installation. A design procedure may be confusing to apply and can result in unsuitable gradations and ambiguous specifications. Many state highway departments have developed their own specifications based on trial, error, and field experience. To provide adequate protection, riprap must be properly designed and specified. Equally important, the rock material must be produced and installed to satisfy the specifications requirements and the design intent. The objectives for NCHRP Project 24-23 were to develop a comprehensive approach to riprap design, installation, and maintenance at bridges. As a preview to the project, preliminary results of a sensitivity analysis of selected revetment riprap design equations are presented. When completed, NCHRP 24-23 will provide design guidelines, material specifications and test methods, construction specifications and construction inspection and quality control guidelines for riprap for bankline revetment, bridge pier and abutment protection, and river training countermeasures, such as guidebanks and spurs. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Banks (Waterways) KW - Bridge abutments KW - Bridge piers KW - Construction KW - Design KW - Equations KW - Erosion control KW - Guidebanks KW - Guidelines KW - Inspection KW - Installation KW - Maintenance KW - Materials KW - Quality control KW - Revetments KW - Riprap KW - River training KW - Sensitivity analysis KW - Specifications KW - Spur dikes UR - http://dx.doi.org/10.3141/trr.11s.7813825511484726 UR - https://scholar.google.com/scholar_lookup?title=Comprehensive+Approach+for+Riprap+Design%2C+Installation%2C+and+Maintenance&author=L.+Zevenbergen&author=P.+Lagasse&author=P.+Clopper&publication_year=2005 UR - https://trid.trb.org/view/758630 ER - TY - CONF AN - 01002476 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Jones, Michael H AU - Treyger, Semyon TI - Performance-Based Seismic Design of New Tacoma Narrows Suspension Bridge, Washington SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 349-358 AB - Performance-based design criteria developed for the new Tacoma Narrows Suspension Bridge as well as aspects of the seismic analysis of the bridge required to verify compliance with the design criteria are presented. The Tacoma Narrows Bridge is located in the Seattle-Tacoma area of the state of Washington, a region of high seismicity capable of producing earthquakes of Richter and moment magnitude of 8 or larger. Project-specific performance-based design criteria were developed to ensure that prescribed levels of seismic resistance were provided at a reasonable cost. The performance-based design criteria stipulated that nonlinear time-history analysis should be used to verify that the performance goals were achieved. Analysis subjects discussed include soil-structure interaction, caisson rocking, and finite element modeling of various bridge components. It is demonstrated that seismic goals specified by performance-based design criteria are achievable for bridges in high seismic regions through the use of proper analysis techniques. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Caissons KW - Earthquake resistant design KW - Finite element method KW - Performance based specifications KW - Seismic analysis KW - Seismicity KW - Soil structure interaction KW - Suspension bridges KW - Tacoma Narrows Bridge UR - http://dx.doi.org/10.3141/trr.11s.hm1838k700531063 UR - https://scholar.google.com/scholar_lookup?title=Performance-Based+Seismic+Design+of+New+Tacoma+Narrows+Suspension+Bridge%2C+Washington&author=M.+Jones&author=S.+Treyger&publication_year=2005 UR - https://trid.trb.org/view/758440 ER - TY - CONF AN - 01002475 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Hu, Yuying AU - Shield, Carol K AU - Dexter, Robert J TI - Use of Adhesives to Retrofit Out-of-Plane Distortion at Connection Plates SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 419-427 AB - Before 1985, it was common practice to avoid welding floor beam and diaphragm connection plates to the tension flange of steel bridge girders. This practice often resulted in web-gap cracking due to out-of-place distortion of the girder web. The most widely applicable and accepted retrofit method is to attach the connection plate rigidly to the flange. There was an investigation of a retrofit option that used a two-part epoxy cured at room temperature to join a small length of 3/4-in.-thick steel angle shape to the tension flange and the connection plate. Field tests conducted on two multiple-girder bridges indicated that significant out-of-plane stress ranges were typically reduced by at least 40% after retrofit. For details that have the potential for web-gap cracking but have not yet exhibited detectable cracks, the 40% reduction in stress range is likely enough to eliminate the possibility of future web-gap cracking effectively. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Adhesives KW - Connection plate KW - Epoxy resins KW - Field tests KW - Flanges KW - Girder bridges KW - Out of plane distortion KW - Retrofitting UR - http://dx.doi.org/10.3141/trr.11s.bmv5556430212n32 UR - https://scholar.google.com/scholar_lookup?title=Use+of+Adhesives+to+Retrofit+Out-of-Plane+Distortion+at+Connection+Plates&author=Y.+Hu&author=C.+Shield&author=R.+Dexter&publication_year=2005 UR - https://trid.trb.org/view/758510 ER - TY - CONF AN - 01002474 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Consolazio, Gary R AU - Cowan, David R AU - Bui, Long H TI - Quantifying Barge Collision Loads for Bridge Pier Design and Vulnerability Assessment SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 375-387 AB - Designing bridge structures that cross barge-navigable waterways requires that consideration be given to the lateral loads that are imparted to bridge piers during barge collision events. Similarly, assessing the vulnerability of existing structures to barge impact loading, especially bridges that form critical components of high-volume transportation networks, requires that engineers have access to tools for both determining impact loading and assessing structural response. Results are presented from a comprehensive study being conducted to develop improved procedures for quantifying barge impact loads. To understand and characterize such loads better, high-resolution contact-impact finite element analysis techniques were employed to simulate barge impact conditions with varying pier configurations, barge types, and soil characteristics. Although such models permit detailed analysis of impact phenomena, they are generally not appropriate for use in routine design. For this reason, an intermediate-resolution design-oriented dynamic finite element analysis technique is discussed; it uses predetermined barge crush data to link a design-oriented dynamic finite element pier analysis program to a low-order, nonlinear barge model. Comparisons between the two methods are presented. Finally, preliminary impact-load results from recently completed full-scale experimental barge impact tests are presented. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Barges KW - Bridge design KW - Bridge piers KW - Crashes KW - Finite element method KW - Impact loads KW - Impact tests KW - Risk assessment KW - Structural response UR - http://dx.doi.org/10.3141/trr.11s.a227712241u1p111 UR - https://scholar.google.com/scholar_lookup?title=Quantifying+Barge+Collision+Loads+for+Bridge+Pier+Design+and+Vulnerability+Assessment&author=G.+Consolazio&author=D.+Cowan&author=L.+Bui&publication_year=2005 UR - https://trid.trb.org/view/758466 ER - TY - CONF AN - 01002473 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Hunt, Beatrice E TI - Scour Monitoring Programs for Bridge Health SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 531-536 AB - One of the most common causes of catastrophic bridge failures worldwide has been bridge scour, and in the United States this phenomenon accounts for more than 60% of bridge collapses. Scour monitoring programs that use sonar devices were developed for four bridges in the Northeast--three bridges on Long Island's South Shore in New York and the Woodrow Wilson Memorial Bridge over the Potomac River in Washington, D.C. These projects incorporated the sonar devices first recommended under NCHRP Project 21-3 and featured site-specific, detailed monitoring systems and programs for each bridge. This work included a series of firsts: a fixed sonar system installation for a tidal-cold weather environment, a multiple-station sonar system design with numerous innovative features, and a scour monitoring program manual. The scour monitoring program comprised investigation of the scour problem, consideration of countermeasure alternatives, analyses of pier stability, determination of scour critical depths, design of sonar instrument systems, and development of a plan of action with normal and emergency procedures. Water stage and velocity meters included in the installed systems provide additional data for bridge scour research as well as for replacement bridges that are under design. These state-of-the-art systems may be designed and installed in a relatively short time span, and they provide efficient, cost-effective alternatives for scour critical bridges. By providing continuous data on streambed elevations, the systems help ensure the safety of the traveling public. The design and installation of the systems are described, along with the ongoing, round-the-clock monitoring, after installation. A general discussion highlights lessons learned and trends in scour monitoring technology. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridges KW - Cost effectiveness KW - Countermeasures KW - Data collection KW - Installation KW - Lessons learned KW - Monitoring KW - Scour KW - Sonar KW - Streambeds KW - Technological innovations UR - http://dx.doi.org/10.3141/trr.11s.xv8n83138r22j22k UR - https://scholar.google.com/scholar_lookup?title=Scour+Monitoring+Programs+for+Bridge+Health&author=B.+Hunt&publication_year=2005 UR - https://trid.trb.org/view/758629 ER - TY - CONF AN - 01002472 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Sams, Matt TI - Broadway Bridge Case Study: Bridge Deck Application of Fiber-Reinforced Polymer SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 175-178 AB - Research into using fiber-reinforced polymer (FRP) for bridge deck applications began in the early 1990s as aerospace companies looked for alternative uses for their advanced products. By the mid-1990s, FRP was gaining acceptance from the bridge community as it was applied to small, low-volume deck demonstration projects. Since that time, FRP decks have been used on increasingly significant projects throughout the United States. Designers have become more familiar with the characteristics that FRP offers and have begun to apply FRP to projects that would most benefit--cases where low weight, corrosion resistance, or rapid installation is critical. FRP decks are often suitable for historic, movable, or high-traffic bridges. One excellent example of an FRP deck application is the Broadway Bridge in downtown Portland, Oregon. This project demanded a new deck that matched the weight of the bridge's existing steel grating, offered improved skid resistance, and could be installed rapidly. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridge decks KW - Corrosion resistance KW - Fiber reinforced plastics KW - History KW - Lightweight materials KW - Rapid construction KW - United States UR - http://dx.doi.org/10.3141/trr.11s.wtk80rg438125v44 UR - https://scholar.google.com/scholar_lookup?title=Broadway+Bridge+Case+Study%3A+Bridge+Deck+Application+of+Fiber-Reinforced+Polymer&author=M.+Sams&publication_year=2005 UR - https://trid.trb.org/view/758325 ER - TY - CONF AN - 01002471 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Ramsey, Keith L TI - Monitoring and Mitigation of Stay-Cable Vibrations on the Fred Hartman and Veterans Memorial Bridges, Texas SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 547-555 AB - Large-amplitude stay-cable vibrations are a major concern to bridge owners; if left unchecked, the serviceability of these bridges can be seriously affected. The Texas Department of Transportation addressed stay-cable vibrations on two bridges in its inventory. A study was made of the vibration mechanisms and their causes through the use of a vibration-monitoring system. Data from this system were used to design a mitigation strategy to eliminate or minimize the effects of vibrations. Efforts are also under way to quantify possible damage to the stay-cable systems of both bridges through full-scale fatigue testing. To aid with damage detection, an acoustic monitoring system for detecting possible wire breaks was tested in the laboratory and installed on one of the bridges. These steps are part of ongoing monitoring of the health of cable-stay bridges in Texas. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Acoustic detectors KW - Bridge cables KW - Cable stayed bridges KW - Damage detection KW - Fatigue tests KW - Mitigation strategies KW - Monitoring KW - Texas KW - Vibration KW - Wire breaks UR - http://dx.doi.org/10.3141/trr.11s.f167229312770u54 UR - https://scholar.google.com/scholar_lookup?title=Monitoring+and+Mitigation+of+Stay-Cable+Vibrations+on+the+Fred+Hartman+and+Veterans+Memorial+Bridges%2C+Texas&author=K.+Ramsey&publication_year=2005 UR - https://trid.trb.org/view/758632 ER - TY - CONF AN - 01002470 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Briaud, Jean-Louis AU - Chen, Hamn-Ching TI - SRICOS-Erosion Function Apparatus Method: An Overview of Its Measurement of Scour Depth SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 525-529 AB - In the United States, the scour depth around a bridge pier is calculated by using the HEC-18 equation described by Richardson and Davis in 2001. This equation was developed for piers founded in sand, and there is a sense that in clay the depth of scour is not as large. A study was made to develop a method for clays, silts, and dirty sands. The SRICOS-erosion function apparatus (EFA) method was developed on the basis of flume tests, numerical testing, and erosion testing of the soil. The EFA was built for engineers for testing the soil for erodibility in the laboratory. The output of the simple SRICOS-EFA method is a scour depth after a given time. If a hydrograph is used as input, the extended SRICOS-EFA method can be used and results in a scour depth versus time curve. All the details for this method and the software that automates the calculations are available from ceprofs.tamu.edu/briaud/sricos-efa.htm. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridge piers KW - Clay KW - Equations KW - Erosion KW - Flumes KW - Hydrographs KW - Laboratory tests KW - Sand KW - Scour KW - Silts KW - Software KW - Testing equipment UR - http://dx.doi.org/10.3141/trr.11s.n737u01538343402 UR - https://scholar.google.com/scholar_lookup?title=SRICOS-Erosion+Function+Apparatus+Method%3A+An+Overview+of+Its+Measurement+of+Scour+Depth&author=J.+Briaud&author=H.+Chen&publication_year=2005 UR - https://trid.trb.org/view/758624 ER - TY - CONF AN - 01002469 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Hahn-Keith, Kevin AU - Stump, James L AU - Charters, David AU - Andrews, Lance TI - Bridge Inspections Using Electronic Handheld Data Collectors SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 279-286 AB - For assessment of the condition of an owner's assets, accurate, efficient data collection is required to monitor reliability, ensure security, and maintain sustainability. Replacing cumbersome clipboards, pencils, and paper with an electronic data collection system is a way to streamline the data collection process, improve the accuracy of data collection, and enhance management of all asset data. At the request of the Pennsylvania Turnpike Commission (PTC), a consultant developed and used a handheld data collection system for the National Bridge Inspection Standards (NBIS) inspections for more than 800 bridges on the Pennsylvania Turnpike. In addition to developing the data collection system, the same consultant was chosen to perform a second 2-year cycle of routine inspections, this time using the electronic data collection system, instead of handwritten reports. Many of the same personnel worked on both inspection cycles; this situation provided a unique opportunity to compare the two ways of collecting inspection data and preparing bridge inspection reports. The hardware and software used for the PTC inspection program and the report preparation processes for both cycles (handwritten and electronic) are described in detail. Feedback from inspectors and PTC is used to show the resulting benefits of an electronic reporting system: reduced costs, better quality assurance and quality control, and easier access to inspection information. Finally, lessons learned and possible future developments are discussed. The conclusion is that handheld data collection units will continue to replace the handwritten reporting system and improve the reports prepared for NBIS bridge inspections. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridges KW - Computers KW - Cost effectiveness KW - Data access KW - Data collection KW - Electronic reporting KW - Inspection KW - Lessons learned KW - National Bridge Inspection Standards KW - Pennsylvania KW - Quality assurance KW - Quality control KW - Software UR - http://dx.doi.org/10.3141/trr.11s.e3317k4055813wqq UR - https://scholar.google.com/scholar_lookup?title=Bridge+Inspections+Using+Electronic+Handheld+Data+Collectors&author=K.+Hahn-Keith&author=J.+Stump&author=D.+Charters&author=L.+Andrews&publication_year=2005 UR - https://trid.trb.org/view/758396 ER - TY - CONF AN - 01002468 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Kaszynska, Maria TI - Self-Consolidating Concrete for Repair of Bridges SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 429-434 AB - There is a growing need for a more efficient approach to evaluation and repair of existing structures. Damaged bridge deck slabs and girders are repaired by removing debris, placing additional reinforcement, splicing broken prestressing tendons, and filling the gaps with concrete or epoxy resin. Test results are presented for verification of the performance of self-consolidating concrete (SCC) used to repair existing structures. SCC offers an excellent solution. It can be used to fill large potholes and also in hard-to-reach repair projects with restricted access for pumping concrete. The tests confirmed that SCC can be considered an attractive repair technology. However, the optimum mixtures are sensitive to small variations in the characteristics of components such as cement type, type and amount of superplasticizer, and type of sand and fillers. The tests and analyses showed that determination of the optimum properties of SCC is most efficient when the paste and mortar are tested first. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridges KW - Cement KW - Fillers (Materials) KW - Mix design KW - Potholes (Pavements) KW - Properties of materials KW - Repairing KW - Sand KW - Self compacting concrete KW - Superplasticizers UR - http://dx.doi.org/10.3141/trr.11s.u12h152352170438 UR - https://scholar.google.com/scholar_lookup?title=Self-Consolidating+Concrete+for+Repair+of+Bridges&author=M.+Kaszynska&publication_year=2005 UR - https://trid.trb.org/view/758534 ER - TY - CONF AN - 01002467 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Gil, Heungbae AU - Lee, Seungrok AU - Lee, Jongwon AU - Lee, Hakeun TI - Shear Buckling Strength of Trapezoidally Corrugated Steel Webs for Bridges SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 473-480 AB - Trapezoidally corrugated steel webs are composed of a series of flat and inclined subpanels and have been used as the webs of prestressed concrete box girder bridges to reduce superstructure weight and increase the effectiveness of prestressing. Because of accordion effects, the corrugated web resists only the shear stress, and the flanges resist most of the bending stress. The shear stress in the web can cause three different modes of shear buckling: local, global, and interactive (zonal) buckling. Several studies have been performed to determine buckling formulas for each mode. However, there are differences regarding the buckling strength, and some of the formulas are found to overestimate it. The results of a study are presented; a series of experiments was done with large corrugated plates. The specimens were designed to fail by the local, global, or interactive buckling mode in elastic and inelastic states. The effect of geometric parameters on the shear buckling strength was also studied. Nonlinear buckling analysis, which considered both geometric and material nonlinearity, was also performed to verify the test results. The results from this and previous studies are used to propose a shear buckling formula, which can be applied to all three buckling modes. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Box girder bridges KW - Buckling KW - Corrugated steel KW - Formulas KW - Laboratory tests KW - Nonlinear systems KW - Prestressed concrete bridges KW - Shear stress KW - Webbing UR - http://dx.doi.org/10.3141/trr.11s.5u2h106065984433 UR - https://scholar.google.com/scholar_lookup?title=Shear+Buckling+Strength+of+Trapezoidally+Corrugated+Steel+Webs+for+Bridges&author=H.+Gil&author=S.+Lee&author=J.+Lee&author=H.+Lee&publication_year=2005 UR - https://trid.trb.org/view/758568 ER - TY - CONF AN - 01002466 JO - Transportation Research Record: Journal of the Transportation Research Board PB - Transportation Research Board AU - Capers, Harry A TI - Hyperbuild! Rapid Bridge Construction Techniques in New Jersey SN - 0309093813 PY - 2005 IS - CD 11-S SP - pp 179-185 AB - All owners are looking for ways to build more durable structures faster and more safely, while maintaining safe traffic flow through the work zone. In reaction, many designers are providing unique solutions for demolishing and reconstructing structures that reduce the time to construct a bridge while providing maximum quality to ensure a long service life. Prefabricated structures, more rapidly constructible details, unique construction methods, and traffic maintenance developed during the design of structures have successfully reduced exposure time for the contractor and the public. The New Jersey Department of Transportation has applied prefabricated bridge details in its bridge projects to accelerate construction. U1 - 6th International Bridge Engineering Conference: Reliability, Security, and Sustainability in Bridge EngineeringTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Massachusetts Highway DepartmentTexas Department of TransportationBoston,MA,United States StartDate:20050717 EndDate:20050720 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Massachusetts Highway Department, Texas Department of Transportation KW - Bridge design KW - Construction management KW - New Jersey KW - Prefabricated bridges KW - Rapid construction KW - Service life KW - Work zone traffic control UR - http://dx.doi.org/10.3141/trr.11s.m352h31536876gp2 UR - https://scholar.google.com/scholar_lookup?title=Hyperbuild!+Rapid+Bridge+Construction+Techniques+in+New+Jersey&author=H.+Capers&publication_year=2005 UR - https://trid.trb.org/view/758326 ER -